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Operation Manual FLYTEC 6030 GPS

IQ-Compeo+ Version 1.2a BRÄUNIGER Flugelectronic GmbH

Firmware Vers.3.28a 7.08.2008 Revision: 11.11.2008

Operation Manual FLYTEC 6030 GPS 1 Table of contents 1 Operation 4

1.1 Instrument overview ........................................................................................................................4 1.2 FLYTEC 6030 GPS - Switch-on and switch-off..............................................................................5

1.2.1 Instrument switch-on ................................................................................................................5 1.2.2 Instrument switch-off ................................................................................................................5

1.3 Operation phlilosophy .....................................................................................................................6 1.4 Keypad ..............................................................................................................................................6

1.4.1 Function related keys F1 and F2..............................................................................................6 1.5 Display screen..................................................................................................................................7

1.5.1 Main display page.....................................................................................................................7 1.5.1.1 User defined data fields............................................................................................................8 1.5.1.2 Shift page of data fields............................................................................................................8

1.5.2 Map page..................................................................................................................................9 1.6 User defined data fields.................................................................................................................10 1.7 The Setting menus .........................................................................................................................11

1.7.1 Menu navigation overview......................................................................................................11 1.7.1.1 User Settings ..........................................................................................................................12 1.7.1.2 Manage Memory.....................................................................................................................12 1.7.1.3 Instrument Settings.................................................................................................................13 1.7.1.4 Instrument specific factory settings ........................................................................................13 1.7.1.5 Flight Memory and Data analysis ...........................................................................................14

1.7.2 Entering Text ..........................................................................................................................14 1.8 First steps .......................................................................................................................................15

1.8.1 Before first flight page ..........................................................................................................15 1.8.2 At start site..............................................................................................................................15 1.8.3 Handling during flight..............................................................................................................15 1.8.4 Data analysis after the flight ...................................................................................................15

2 Functions 16 2.1 Altimeter and air pressure.............................................................................................................16

2.1.1 How does an altimeter work? .................................................................................................16 2.1.2 Altimeter Alt1, absolute Altitude .............................................................................................17

2.1.2.1 Setting altimeter A1 ................................................................................................................17 2.1.2.2 User fields related to Alt1 .......................................................................................................17

2.1.3 Altimeter Alt2, Relative Altitude (User field) ...........................................................................18 2.1.3.1 Setting Altimeter Alt2..............................................................................................................18

2.1.4 Cumulated Altimeter display (User field Altitude Sum) ..........................................................18 2.1.5 FL Flightlevel Altimeter display (User field FL ft)....................................................................18

2.2 Variometer functions .....................................................................................................................19 2.2.1 Analogue Vario .......................................................................................................................19

2.2.1.1 Basic filter (Turbulence filter)..................................................................................................19 2.2.2 Digital-Vario Average - or Netto-Vario..................................................................................19

2.2.2.1 Average value-Vario (integrating Vario) .................................................................................19 2.2.2.2 Netto-Vario .............................................................................................................................20

2.2.3 Variometer Acoustics and Volume level (Sound)...................................................................20 2.2.3.1 Audio Level.............................................................................................................................20 2.2.3.2 Variometer Acoustic Settings .................................................................................................20

2.3 Speed...............................................................................................................................................23 2.3.1 Wind vane and dynamic pressure sensor ..............................................................................23 2.3.2 Speed without Speed sensor .................................................................................................24 2.3.3 Stallalarm................................................................................................................................24 2.3.4 TEC - Total Energy Compensation ........................................................................................24

2.4 Time of day and Date .....................................................................................................................25 2.5 Temperature....................................................................................................................................25

2 FLYTEC 6030 GPS

3 Navigation 26

3.1 Assessment of GPS Reception quality ....................................................................................... 26 3.2 Compass and Flight direction...................................................................................................... 27

3.2.1 Track and Bearing ................................................................................................................. 27 3.3 Waypoints and Coordinates......................................................................................................... 28

3.3.1 Waypoints, alter, delete or insert ........................................................................................... 28 3.3.2 Display of actual Coordinates................................................................................................ 29 3.3.3 Memorising the actual Position.............................................................................................. 29 3.3.4 Goto – Function ..................................................................................................................... 30 3.3.5 Distance to Waypoint (User Datafield) ................................................................................. 30

3.4 Routes............................................................................................................................................. 30 3.4.1 Creating a Route.................................................................................................................... 31 3.4.2 Altering a Route ..................................................................................................................... 31 3.4.3 Deleting a Route .................................................................................................................... 31 3.4.4 Flying Routes......................................................................................................................... 32

3.5 The Competition-Route................................................................................................................. 32 3.5.1 Competition-Route - create, alter, delete............................................................................... 32 3.5.2 Copying a normal Route as Competition-Route.................................................................... 32 3.5.3 COMPETITION Route - Definition......................................................................................... 33

3.5.3.1 Starting Waypoint - Definition ................................................................................................ 33 3.5.3.2 Starting cylinder characteristics - Definition........................................................................... 33 3.5.3.3 Waypoint cylinder – Definition ............................................................................................... 33

3.5.4 Flying Competition-Routes .................................................................................................... 34 3.5.5 Competition Start ................................................................................................................... 34

3.5.5.1 EXIT Cylinder......................................................................................................................... 34 3.5.5.2 ENTER Cylinder .................................................................................................................... 35 3.5.5.3 Approaching a WP Cylinder................................................................................................... 36 3.5.5.4 Dist to Goal (Total distance to the Goal of a Route).............................................................. 36 3.5.5.5 Distance to starting point ....................................................................................................... 36 3.5.5.6 XT Error, Cross-track Error.................................................................................................... 37 3.5.5.7 Relocating Thermals.............................................................................................................. 37

3.6 Flight optimisation ........................................................................................................................ 38 3.6.1 Groundspeed (Speed over Ground) ...................................................................................... 38 3.6.2 Head- Cross or Tailwind; the Wind component ..................................................................... 38 3.6.3 Wind direction and Wind strength.......................................................................................... 38 3.6.4 Speed to Fly for best Glide .................................................................................................... 38 3.6.5 Glide ratio ( = L/D ratio) ........................................................................................................ 39 3.6.6 Safety altitudee over the path of best Glide Diff.BGWayp and Diff.BGGoal ........................ 40 3.6.7 Arrival WP (in total required Height to the Goal of a Route).................................................. 41 3.6.8 Average Thermal-Climb......................................................................................................... 42 3.6.9 Flight duration - (Flight time).................................................................................................. 42

4 Map of flight obstacles (Restricted areas)............................................................................................ 43 4.1 Flight obstacles – Edit manually.................................................................................................. 43 4.2 Map of flight obstacles – Edit with Flychart ............................................................................... 45

4.2.1 Air Space in OpenAir Format *.txt or *.fas ............................................................................. 45 4.2.2 Calling the function Air Space in Flychart.............................................................................. 45

4.2.2.1 Downloading Air Spaces........................................................................................................ 46 4.2.2.2 User Air Spaces ending with *.fa5 ......................................................................................... 46 4.2.2.3 Selection of Air Spaces.......................................................................................................... 46 4.2.2.4 Editing Air Spaces ................................................................................................................. 47

5 Flight-Memory and Flight-Analysis ....................................................................................................... 49 5.1.1 Flight logbook and Flight-Analysis page................................................................................ 49 5.1.2 Graphic display of Flights in Map format ............................................................................... 50

6 Data transfer ............................................................................................................................................ 51 6.1 Data exchange via PC ................................................................................................................... 51

6.1.1 Flight instrument Options....................................................................................................... 52 6.1.2 Waypoints and Routes........................................................................................................... 52 6.1.3 Air Spaces (CTR’s) ................................................................................................................ 52

Operation Manual FLYTEC 6030 GPS 3

7 Simulation 52 10 Miscellaneous..........................................................................................................................................55

10.1 Optional Software (additional Software)......................................................................................55 11 Additional Information............................................................................................................................56

11.1 Altimeter.........................................................................................................................................56 11.2 Variometer.......................................................................................................................................56

11.2.1 Gross- Netto Vario..................................................................................................................56 11.2.2 TEC - Total-Energy-Compensation ...........................................................................................57

11.3 Speed 57 11.3.1 True or Indicated Airspeed - TAS or IAS...........................................................................57 7.1.1 Final glide calculation over several Waypoints ......................................................................67 11.6.5 Graphic: Task Exit Start Cylinder ...........................................................................................71 11.6.6 Graphic: Task Enter Start Cylinder..............................................................................................72

12 Maintenance .............................................................................................................................................73 12.1.1 Exposure to water...................................................................................................................73

12 Warranty 73 13 Technical Data..........................................................................................................................................74 14 Approval / Conformity .............................................................................................................................74

4 FLYTEC 6030 GPS

1 Operation 1.1 Instrument overview

Dyn.pressure sensor

Accu. charge indicator Keypad

Loudspeaker

Connection jack for wind vane sensor (Option)

USB plug PC side

Safety cord

USB Mini B plug for data exchange

Charge jack

SD Card Slot

Cover right side

Veh. Charge cable 12V DC

Charging set 110-230 V/AC

On / Off

switch key


1.2 FLYTEC 6030 GPS - Switch-on and switch-off 1.2.1 Instrument switch-on

The instrument is switched-on by pressing the On/Off key. By use of the ▲ or ▼ keys the required language may be selected. The language as selected shall automatically be enabled again upon next switch-on. To prevent unintentional switch-on, it needs to be acknowledged within 5 sec. by briefly pressing the OK key. Following acknowledgement, the display will shift for 15 sec. to the switch-on readout screen with following information:

OK

Init EEPROM English ↑ Deutsch Francais Espagñol Italiano Magyar ↓

FlyTEC AG 6030

Sn 8642 Owner: not set Glidertype: not set Glider - Id:

V ersion 3. 26 16.05.08 Date T ime(U T C)12.06.08 13:29 ba t t e r y c h e c k f o r 3 s ..B a t t e r y B a n k 1 : 8 8 % B a t t e r y B a n k 2 : 9 0 %

- Instrument type and serial number - Software (Firmware) Version - Time of day - date - Battery charge state

1.2.2 Instrument switch-off For switch-off press the On/Off key as long until the question: Switch-off? Press OK Is prompted on the screen. Again, to prevent unintentional switch-off, also this action needs to be acknowledged by pressing the OK key ! 1. Following OK acknowledgement the instrument is immediately switched-off, in case no flight recording has been made. 2. Following an active flight recording, the readout screen Flight - Analysis is displayed before switch-off. If you want to quit the flight analysis display, press shortly the OK or ON/OFF key, the instrument will then be switched-off immediately.

Bat Bank 1: xx % Bat Bank 2: xx % switch off ? Ausschalten? Arrêter ? Press Ok Drücke OK Appuyer sur OK

6 FLYTEC 6030 GPS

1.3 Operation phlilosophy - white key lettering: all acoustic signal settings, the F1 / F2 key commands, the display screen shifts and an information request (i) , can be made rapidly during the flight by short pressure on the key. - yellow key lettering: by long pressure of 3 sec. important functions may be called up directly during the flight and may also be edited. The selected function remains active, until another function will be called up! - Main menu: all instrument settings, but also Waypoints- Routes- and Flight obstacle- editing, can be set before the flight via the Main menu (MENU key). Tip: all instrument settings of the Main menu can be set comfortably by use of the freebie PC-Software Flychart on the PC and be transferred via USB-interface onto the instrument. 1.4 Keypad

Display shift / In Menu 1 step backward

16 56Alt1 GPS

Mod Alt 1

Alt 1 1013

On/Off key

Functions of F2 key Functions of F1 key

Shifting the user defined pages

Selection for revision of user defined fields

Setting altitude A2 Setting altitude A1

Insert Marker during flight into flight recording

Acknowledgement key OK Instrument Main menu

Info key – display of current

coordinates or information About next CTR’s … Wind Functions Menu

McCready Sound On/Off Selection of Waypoints within a Route

Audio sound level

WP-Selection Sinktone On/Off Selection of Routes

1.4.1 Function related keys F1 and F2 The two F1 and F2 keys alter according to function or readout screen their setting possibility. The relevance of the keys is indicated in the lower part on the right and left hand side of the display screen. Example: In map screen the function Zoom Out is assigned to the F1 key, whereas Zoom in is assigned to the F2 key. In Setmode Waypoints the function of F1 key is "Add WP" and of F2 key is "Delete WP".


1.5 Display screen Following the switch-on readout screen the main page will automatically be displayed. Main page Map page

+Buho

10

Km/h

3

34

42

Alt 2

Int

-2.5 2816 1165

m

57 90

80

60

MC

Dist Ziel

9.4 GLZ Gnd

11.2 40

N E

S W 70

50

30

Abw BGZiel

65 GLZ Ziel

10.5 Alti Gps Mod Alt 1

m/s

Alt 1013

2 After short pressure on the page-key the display screen can be shifted.

1.5.1 Main display page

Speed unit

DigitalVario

Altitude

Speed to fly

Stallspeed Limit

Function of F2 keyInfoline 1 Infoline 2

Function of F1 key

User selectable Data fields

Compass

Analogue Vario

Vario unit

Battery charge Bank 1 Bank 2

Analogue Speed

Day specific climb

GPS - Number of Satellites

Digital Speed

Vario mode

km/h

3

34

42

2

Int

-2.5 2816m

5790

80

60

40

N E

SW70

50

30Alt1 GPS

Mod Alt 1 - - -

m/s

Alt 1 1013

965Alt 2

GLZGrund

16:08 8.6Time

2:45 1216 56

Wind Flt Time

Temp Gnd Geschw

P1

Direction to next but one WP Direction to WP

Data fields page number

Last Thermal

Wind direction

McCready-pointer

8 FLYTEC 6030 GPS

1.5.1.1 User defined data fields There are 7 data fields in the lower part of the display which may be allocated individually. In total more than 30 selectable data fields are at disposal. For list of data fields please refer to 1.6 - User defined data fields page 10. (depending on firmware version!) Alter data fields manually Mark by repeated pressing of the ◄ arrow key the data field to be altered. The selected data field shall be designated by a black bar. By use of the ▲ or ▼ arrow keys it is possible to assign a new readout value to the selected data field. The field designation is displayed at the same time in big lettering in Infoline 1. If nothing is changed after having selected a field, the instrument returns to normal function after 10 sec. and the previous display is shown again Alter data fields on the PC All user defined readouts can be set comfortably by use of the freebie PC-Software Flychart on the PC and be transferred via USB-interface onto the instrument. Caution: for safety reasons it is not possible to alter the user selectable fields during the flight! 1.5.1.2 Shift page of data fields The seven data fields exist 3 times on each page of data field! Therefore you have the possibility to configure in total 21 data fields individually! Short pressing of the right side arrow key gives access to the next page. The page number is shown in the upper part of the display next to the battery-charge state readout as P1, P2 or P3. In -> Main Setup Menu -> Instr. settings -> User fields it is possible to configure these readout pages with 4 big or 6 small fields !

Km/h

3

34

42

Diffgeschw

Int

-2.5 2816 14

m

5790

80

60

P3

Dist Ziel

9.4 GLZ Gnd

11.2 40

N E

S W 70

50

30

Abw BGZiel

65 GLZ Ziel

10.5 AltiGps Mod Alt 1

m/s

Alt 1013

2

Km/h

3

34

42

Alt 2

Int

-2.5 2816 1165

m

57 90

80

60

P2

Kurs 42

Peilung WP 2:45

Dist WP12 . 4

40

N E

SW 70

50

30

Abw SpurW

0.6 GLZ Soll

12GLZ Grund 10.5

Alti Gps Mod Alt 1

m/s

Alt 1013

2

We would like to present to the user some proven recommendations in regard to the default values of the 3 adjustable pages. Some of the readouts are of such interest that we recommend to keep them on each of the 3 possible pages always at the same position. For example: the “Speed over ground - Gnd-Speed” or the wind component “Speed diff.” Example: page 1) General Flight information is called up before the start or when the pilot is currently in normal Thermal flight. page 2) Navigation page is used if a Waypoint (WP) has been selected as goal to fly to. Instead of the values recommended above, this field should mainly contain navigation readouts, such as “Dist. to WP”, “Alt. a. BG”,; “Alt. a. WP”. page 3) Final approach page is used for final approach !. Here the pilot can configure the big 4 field-display. The most important data fields such as “Dist to Goal”; “Speed Diff.”; “Gnd-Speed”; “Diff.BG.Goal”; should be present on this page.

Km/h

3

34

42

Alt 2

Int

-2.5 28161165

m

5790

80

60Time :016 8

FltTime2:45

Temp16

40

N E

SW 70

50

30

GLZGrund 8.6

Wind12

GndGesch56

AltiGps Mod Alt 1

m/s

Alt 1013

2P1


1.5.2 Map page

+

Defined Air space Waypoint

Buho

Analogue Variometer display

Track, flown distance Waypoint in a Route with Cylinder

Scale Digital Variometer 10 Speed Function of F1 key Function of F2 key Information lines Altimeter By short pressing on the „page“ key the map format page is selected. (North is always at the top!) The map mode display screen illustrates the current track. In addition, Air space data such as TMA, CTR, Wildlife protected areas and stored Waypoints with cross and its name are displayed. In case of active COMPETITION Route, the start and Waypoint cylinder as well as Waypoint interconnections of the Route are also displayed. This screen also displays the flight relevant data such as analogue Vario, altimeter, speed and Digital-Vario. By using the two function keys F1 and F2 you can magnify or also scale down the map segment. The map scale is shown in the lower part on right side. F1: Zoom out: the map scale is gradually decreased until the total map overview is achieved. F2: Zoom in: the map scale is gradually magnified, therewith individual details of the

recording are clearly recognisable ! OK: from each graph back to the screen optimised graph. Info i: Information related to the next three flight obstacles shall be shown. Page: return to main screen page. All other keys cause the Track in the current selection to be redrawn. Arrow keys: By using the right side arrow key, you can fade out all Waypoints not being part of the Route during the flight. For any new map-/screen graph selection, all Waypoints are always shown. During the flight the active position is in the centre. The display screen is scrolling by half when the active position has reached the map border, or if one returns from another readout screen to map mode. When viewing a stored flight in the Flight Memory, and using the arrow keys, the illustrated area can be shifted up, down, left or right. However, this function is not enabled during an actual flight.

10 FLYTEC 6030 GPS

Remark: any screen layout may take a few seconds according to the relevant data volume. The more Trackpoints are already stored in memory, the more time is required for the completion of screen layout. If a zoom or pan key is activated during the screen layout, the momentary layout process will be stopped and will resume with the new values. Thus one can obtain the desired graph rapidly. The Track is plotted back from the active position. This may be important for the screen layout during very long flights and short recording intervals. 1.6 User defined data fields The main display page contains 3 pages each which are stepped forward by using the ► key. Thus it is possible to display almost all of the following measuring values in the right context. The page number is shown next to the battery-charge state readout as P1 .. P3. page Time Time of day 25Flt time Flight time since take-off 49Start Race Time until start of Competition (start time of Competition) 34CylArrival Vario Digital Vario 19Alt 1 (m) Absolute altitude 1 in m 17Alt 1 (ft) Absolute altitude 1 in ft 17Alt 2 Reference altitude, may be set to 0 user-defined 18Alt 3 Sum Cumulated gain in height during the flight 18Alt GPS GPS altitude 18FL (ft) Flight level in feet. Not alterable 17QNH hPa Air pressure in Hektopascal 16QNH inHg Gnd Spd Speed over Ground * ( = GS) 38Air Spd Speed through the air 23Wind Spd Wind Speed * 38Wind Comp Wind component ( Groundspeed – True Airspeed )* 38Track Flight direction (Course)* 27Bearing Direction to selected Waypoint * 27XT Error Deviation from Track to next Waypoint of a Route 27 Dist WP Distance to selected Waypoint * 30Dist goal Counted up sectors in front of the pilot* 36 up to the last WP of a Route Dist Toff Distance from take-off position 36Dist Cyl Distance to Waypoint cylinder in a Competition-Route 36Dist StCyl Distance to radius of Start cylinder of the Competition-Route 36Dist therm Distance to last climb* 37 Dist CTR Air Sp Distance to next Air space 43L/D gnd actual glide ratio (L/D) over Ground ( = Groundspeed/Sink)* 39L/D air actual glide ratio through the air ( = TAS/Sink) 39L/D req WP required glide ratio over Ground to reach the WP* 39L/D goal required glide ratio to reach Goal, over the Waypoints of a Route 39 Alt a BG A BG WP Safety altitude above the path for best glide* 39Alt a WP Arrival WP Arrival altitude above Waypoint, estimated in accordance to

momentary conditions 41Alt a goalA BG Goal Pre-calculated arrival altitude over the last

Waypoint of a Route * 40/66 Temp Temperature of circuit board 25SMS p/t Quantity SMS pending/transmitted Display remains empty FlyLink FLARM * Display only active when GPS Receiver is enabled. If nothing is changed after having selected a field, the instrument returns to normal function after 10 sec. and the previous display is shown again.


1.7 The Setting menus Long pressure on the MENU key gives access to setting mode. By use of ▼ and ▲ keys one of the Menu items is selected and by pressing the OK key access is given to the corresponding subdirectory. 1.7.1 Menu navigation overview page Flight memory 49Waypoints 28Routes 30Air space 43>User Settings

>Variometer Basic filter 19Digital Vario Integrator 19Threshold last climb 44

>Variometer Acoustics Acoustic settings 20Threshold Sinktone 20

>Speed Setting wind vane 23Stall Speed 24

>Flight Memory Recording Auto/Man 49Recording interval 14

Polar curves 38Pilot’s name 14Type of aircraft 14Aircraft ID 14

>Manage Memory Delete flights Delete WP&Routes Formatting Memory Delete Air space

Simulation >Instrument Settings

Display contrast 13Language 13Battery type 13 Time zone 25Units 13Coordinates format 13Pressure sensor Corr 13Bluetooth Option SMS Option >Opt.Software 55>Factory settings

12 FLYTEC 6030 GPS

1.7.1.1 User Settings A series of settings allow the instrument to be programmed in accordance to the user’s wishes. Every pilot may realise his very own ideas here. All the basic settings may be set comfortably on the PC by use of the PC-Software „Flychart“ and be transferred later to the instrument via the PC interface. In most cases the possible setting range and its previously valid value is indicated individually for each of the settings. If this value should be modified, pressing on the OK key gives access to change mode, the value to be modified will blink and can now be altered by use of the ▼ and ▲ arrow keys. Pressing the OK key confirms the new value, pressing of the ESC key recalls the previous setting. Term Denotation more Factory Setting Variometer info Basic filter Diagnose time constant f. Vario and

Speed 19 12 ( ≈ 1,2 sec)

Digital Vario Integrator Shift Integr.- Netto-Vario; Integr.-time constant

19 Integr. 1 30 sec 1 sec

Threshold last climb Threshold for the last climb 44 Day specific climb Integrator time constant 20 Variometer Acoustics Acoustics settings Climb tone-frequency, modulation; sink

tone-freq. acoustic-dampening; Pitch

20 1200 Hz; Mod = 5, 700 Hz, 8, Pi = 3

Climb acoustics Threshold

Fine tuning of climb tone activation, max 20 cm

20 2 cm/sec

Sink tone Threshold* Activation point of sink tone 20 0,8 m/s (ft/m) Speed Speed mode True / Indicated

analogue scale range 58 23

Sensor sett. Pitot Pitot correction 90 … 150 % 23 Sensor sett. Wind Vane Correction wind vane 70 ... 150 % 23 100 % Stall Speed Activation of Stall alarm a. altitude limit 24 0 km/h (mph) TEC Compensation Total Energy Compensation 24,58 70% Flight memory Recordng Auto/Man Autom. or manual Flight recording 49 Aut. Recording interval Time interval per recording point -

2 to 30 seconds 49 10 Sec

Polar curves Glide ratio at speed of best glide 63 L/D 8 to 40km/h Pilot’s name Entry of pilot’s name; max 25 characters 14 not set Type of Aircraft Name of aircraft for OLC 14 not set Aircraft ID Ident No. of aircraft for OLC 14 not set 1.7.1.2 Manage Memory Delete flights Deleting the entire flight memory. This

command reformats the flight memory, although the other settings are not lost.

49 No

Delete WP & Route

Deleting all WP’s and Routes 28 No

Formatting memory Reset of Basic values to factory settings 49 No Delete Air space Reorganisation of the Memory zone for the

Restricted Areas (CTR’s) 43 No

Caution: when deleting WP, Routes or flights the deletion process will take a couple of seconds, please wait during this time span.


1.7.1.3 Instrument Settings Term Denotation more Factory setting Info Display contrast Range 0 .. 100 % - 50 % Language Selection possible from 5 different

languages - English

Battery type Battery type. Selectable between Alcaline or NiMH

53 Alcaline

Time zone Difference to UTC; also 0.5h time zones are adjustable

25 -2

Units Meter or feet; km/h or mph or knots. Temp. in °C or °F

- m ; km/h ; °C

Coordinates format dd'mm.mmm or dd.ddddd or dd'mm"ss UTM or Swiss-Grid

28 dd'mm.mmm

Pressure sensor Correction

Due to this setting it is possible to remediate a possible ageing of the pressure sensor. As monitoringthe QNH value is applied. If you know the QNH value of a certain location (e.g. airfield altitudee) the altitude must be concordant to the effective altitude. 1hPa corresponds at 500m to approx. 8m.

- 0 hPa

Bluetooth Only active when the SW Package Bluetooth is activated. Here is made the Pairing of Bluetooth interface for the SMS function.

55 pls see separate documentation

SMS Only active when the Bluetooth and SMS SW Package is activated. Here is entered the target telephone number as well as the Mode.

55 pls.see separate documentation

Opt. Software Here additional SW funktions (Packages) are activated. For this purpose the relevant manufacturer’s Code is required.

55

Factory settings Disabled zone 13 1.7.1.4 Instrument specific factory settings This setting item, which is not accessible to the pilot, contains all basic settings of the instrument. In particular, both the sensor specific parameters and all calibration data are located here. These data are not lost, even when the power supply is switched-off.

14 FLYTEC 6030 GPS

1.7.1.5 Flight Memory and Data analysis Flights are recorded in a Flash-Memory (see hereunder). Each Trackpoint contains time of day, position, GPS-altitude, barometric altitude as well as flight speed. In this way, it is possible to graph the Barogram, variogram, speed gram and course of the flight over a map for later evaluation. These data are processed for flight analysis by various evaluation programs. In Flychart 4.52 it is possible to show the flight on the PC monitor in 3D mode on the corresponding landscape. (Google Earth) The Bräuniger COMPEO+ is provided with totalling 3 different memory zones. Content Type Access with Deleting Program memory Flash Flasher Tool at

instrument off-state The Flasher Tool overwrites the memory each time

Flight memory Flash Main Setup Menu ⇒ Flight memory Readout of flights via the USB interface

Main Setup Menu ⇒ Manage Memory⇒ Delete all flights

Waypoints, Routes and Air space

EEPROM Main Setup Menu ⇒ Waypoints or ⇒Routes or ⇒ Air space

Main Setup Menu ⇒ Manage Memory ⇒ Delete all Wp&Rt or ⇒ Delete all Air space

User and Instrument Settings

EEPROM Main Setup Menu ⇒ User Settings or ⇒ Instr. Settings

Main Setup Menu ⇒ Manage Memory ⇒ Formatting Memory.

Serial number, Adjustment data

EEPROM Main Setup Menu ⇒ Instr. Settings ⇒ Factory Settings. Only with password

Not possible

With Main Setup Menu ⇒ Manage Memory ⇒ Formatting Memory manufacturer approved basic settings are called-up and are saved again in the settings. This function should only be used in case of emergency, as by its activation also all Waypoints and Routes shall be deleted. 1.7.2 Entering Text It is possible to enter on certain fields, as for example pilot’s name, type of aircraft, aircraft ID, or in regard to Waypoints and Routes, the desired text directly on the instrument. Text entry on the instrument is demonstrated here for the example of a Waypoint: By use of the ▲ and ▼ arrow keys a WP is selected and after pressing the OK key it is altered with the arrow keys. The 1st letter of the WP name shall be flashing, again by using the ▲and ▼ arrow keys the required letter is selected; numbers, letters as well as a range of special characters are available. By pressing the ► key the cursor moves to the next letter position etc In this mode the F1 key is used to switch between capitals and minuscules. The F2 key is used to rub out one character. It is possible to enter max. 17 characters. When the name has been entered completely, it is to be confirmed by pressing OK. It is much more easier to carry out the text entry by use of the PC using the program Flychart 4.52, and to transfer it to the instrument.


1.8 First steps 1.8.1 Before first flight

page - Entry of pilot’s name, type and number of aircraft 14 - Selection of recording interval 49- Settings of acoustics 20- Check accu and charge. If due to lack of time charging is not possible, they are to be replaced by batteries ! 74 - Enter Waypoints 28- Determine Routes 32, 34- Enter flight obstacles such as CTR’s of the flight area 43- Regroup the user selectable fields of the 3 pages according to one’s own personal needs. 10

1.8.2 At start site - Switch-on the instrument on time to ensure correct GPS reception. We recommend approx. 10 min. 26- Set altitude A1 to altitude of start site. If the altitude is known this value should be set directly (highest accuracy). - If you want to adopt the GPS altitude (F2 key), please consider that the GPS-receiver only indicates the reliable altitude value after approx. 2 minutes! In case of poor Satellite constellation or bad reception, altitude deviation of up to 100 m will occur ! 17- activate COMPETITION-Route if required, enter Start cylinder and Start time. 32

1.8.3 Handling during flight - Flight recording is automatically activated after the start. Just enjoy the flight and watch not to commit an air space violation. The instrument shows all important data on the large display screen at any time or by audible message via loudspeaker. 42, 43- The last Thermal display, speed over ground, wind strength and Wind direction display shall assist you in making the right decision. 32, 44 49

The most important commands during flight are: - Page key for shifting between both Main- and Map pages. - Right arrow key for shifting to user- data field page. - Audio keys to switch-on and switch-off the audible information such as Sink alarm Variometer climb or McCready Speed to Fly. Completion of the flight is detected automatically after landing, or flight recording can be cancelled at anytime by long pressure on the ON/OFF key. Do not forget to switch-off the instrument ! 49

1.8.4 Data analysis after the flight Switch-on the instrument and connect to the PC with the Mini USB cable. For data transfer the instrument needs to be switched to the Main Setup Menu (long pressure on Menu key). Activate flight analysis program Flychart. 51 (For possible other programs see chapter data exchange). Select the correct interface or have it done by search command and then download the flight from the instrument. Several programs allow for direct entry to the OLC or similar online Flychart competitions. Download the flights regularly from the instrument to the PC and format the flight memory from time to time with Del. All Records in Menu „Manage Memory“. This way you are ensured to record successfully your flights at any time. 12

16 FLYTEC 6030 GPS

2 Functions 2.1 Altimeter and air pressure 2.1.1 How does an altimeter work? A barometric altimeter calculates altitude from the present air pressure of the atmosphere. Air pressure will decrease at increasing height. Due to the fact that air may be compressed, the pressure decrease is not linear, but indeed exponential. The basis for altitude calculation in aviation is an international formula which defines a standard atmosphere. In the CINA- Standard atmosphere the basic pressure on sea level is 1013,25 hPa (Hektopascal) at a temperature of 15°C. Furthermore it defines a continuous temperature decrease at increasing height of 0,65°C per 100m ascent. Therefore is binding: a barometric aviation altimeter displays the precise altitude only if weather conditions are in exact accordance to the standard atmosphere. In practice, such analoguey is more likely to be the exception! Air weight and pressure are strongly influenced by air temperature. If temperature deviates from standard atmosphere, the display of altitude calculated as per the international formula is no longer correct. The altimeter displays during summer, when temperatures are higher, indeed altitude parameters which are too low, and during wintertime it is exactly the contrary! Flying at lower temperatures is effectively done at lower altitude, and at higher temperatures flight altitude is higher than the altimeter displays! The deviation of 1 °C per 1000 height meters induces approx. 4 m error. (This empirical formula is valid for up to 4000m!) If you are flying during summer through 2000 height meters in an air mass being too warm by 16 °C compared to standard atmosphere, the altimeter will then display 2 x 4 x 16 = 128m difference in altitude below real height! Based upon the internationally determined altitude calculation with standard values, this display error caused by air temperature shall not be rectified by the instrument. Air pressure changes in relation to weather conditions. In order to compensate for display fluctuations, an altimeter always needs to be gauged. This means that the altimeter has to be set precisely before take-off for any flight to a well-known altitude value. Caution: the atmospheric pressure may change during the timeline of one day up to five Hektopascal (for ex. cold front). As a result this is after all the equivalent of more than 40 meters height difference. There is another possibility to gauge the altimeter which is to enter the current QNH pressure value. The QNH (Question Normal Height) applied in aviation matches the current local air pressure, as it would be at sea level, so that the altimeter would indeed display 0m. Due to this process the local pressure data recorded by the various measurement stations is area-wide comparable, irrespective of the geographical height. The QNH-value is subject to be continuously updated and may be read in the flight weather report, or required by radio from airfields, or by enquiry on the Internet. The instrument provides5 altitude displays and one QNH pressure indicator. ALT1 The altimeter absolute altitude shows the altitude over sea level. ALT2 The altimeter relative altitude shows the altitude towards a reference point. Alt. Sum Displays the cumulated altitude for one flight. FL (ft) Flightlevel pressure altimeter display in relation to 1013hPa ALT GPS GPS altitude QNH Actual air pressure at sea level in relation to A1


2.1.2 Altimeter Alt1, absolute Altitude Altimeter Alt1 is always the absolute altitude above sea level. The Alt1 display is permanently shown on the Main page as well as on the Map page. The Alt1 display is also shown in both user defined readout screens Altitude1m and Altitude1ft. Due to this feature it is possible to readout the absolute altitude besides the main display in unit meter but also in unit feet. This fact is important for communication with air traffic controllers during flights in Restricted Areas ! 2.1.2.1 Setting altimeter A1 The altimeter function A1 is called-up by long pressure on the ALT1 key. The possible settings are shown in the Information line and in both function key fields. Manual setting By brief pressure on one arrow key the readout value can be adjusted meter by meter. Under keystroke the display shall be changed automatically until the key is released.

16 56Alt1 GPS

Mod Alt 1

Alt 1 1013

Due to this adjustment the QNH display (userfield) is also altered. Adopt GPS altitude By brief pressure on the F2 (Alt1 GPS) key it is possible to adopt the GPS altitude. Please consider that the GPS-receiver only provides the reliable altitude value after approx. 2 minutes! In case of poor Satellite constellation or bad reception, altitude deviation of up to 100 m will occur! Set altitude to pressure standard 1013hPa By brief pressure on the F1 key the altitude is set to 1013hPa. 2.1.2.2 User fields related to Alt1 -Altitude 1m Altimeter display 1 in meter -Altitude 1ft Altimeter display 1 in feet -QNH hPa locally reduced pressure readout at sea level in relation to Alt1 Tip: Altitude A1 can be selected as unit ft in the user defined fields. This information might be important when being in contact with an air traffic manager. If the user does not know the altitude of his present location, he may obtain the data by fading in the User Field QNH and, using the arrow keys, by changing the altitude value until the QNH matches the actual QNH as per weather forecast or indication issued by air traffic management.

18 FLYTEC 6030 GPS

2.1.3 Altimeter Alt2, Relative Altitude (User field) The altimeter Alt2 is in any case a difference altimeter. Thus it always displays the difference compared to such altitude at which it was reset to zero the last time. This function is often used for measuring the start site raising, or to recognise easily during flight under weak thermal lift the gain or loss in height. The A2 readout is displayed in user defined display screen Altitude2. Example: if Altitude A2 is set at start site to 0 m, then after take-off is always shown in field Altitude2 the altitude value over start site. 2.1.3.1 Setting Altimeter Alt2 The altimeter function Alt2 is called-up by long pressure on the ALT2 key. The possible settings are shown in the Information line and in both function key fields. Manual setting By brief pressure on one arrow key the readout value can be adjusted meter by meter. Under continuous keystroke the display shall be changed automatically until the key is released.

16 56SET 0

Mod Alt 2 . . .

Set Altitude A2 to 0m By brief pressure on the F2 (SET 0) key the Altitude is set to 0m. 2.1.4 Cumulated Altimeter display (User field Altitude Sum) The user defined field Altitude Sum adds up all meters of ascent cumulated during one flight. The cumulated altitude is also indicated in the flight analysis. Tip: If several pilots complete the same flight task, then the one who had the least gain in height (A3) would have been the best to accomplish the task. 2.1.5 FL Flightlevel Altimeter display (User field FL ft) The FL altimeter display in feet is not adjustable. The altimeter display is always related to a QNH-value (air pressure at sea level) of 1013 hPa. This readout is particularly important for aircraft pilots to whom is assigned a Flight Level by air traffic-controllers during flights in Restricted Areas.


2.2 Variometer functions 2.2.1 Analogue Vario The most important indication for a non-motor driven aircraft is without any doubt the Variometer.

km/

3

7

8

42

6m/s

Windgeschw

Int

5.02489

8

m

49P1

90

80

60

70

5

N

S W

E

km/

3

3

4

42

2m/s

Windgeschw

Int

1.82067

8

m

47P1

90

80

60

70

1

N

S W

E

fig. 1 Vario 1.8 m/s

fig. 2 Vario 5.0 m/s

It displays the vertical speed in meter/second and informs the pilot about the actual climb or sink rate. It is only possible for the pilot by using the Vario (and its accompanying acoustics) to determine the most efficient thermal climb, and in the opposite situation, to recognise when he is sinking too rapidly in downwind and should leave them at best speed. The scale of the analogueue display is consistently 0,2 m/s over both scale ranges ! The range of the first scale extends from 0 up to +/- 4 m/s. (fig. 1) Thereafter the scale display switches automatically to the second scale range which extends from 4… 8 m/s. The second scale is afterwards displayed with a white bar on black base. (fig. 2) The response characteristics of the analogueue Vario and of climb- or sink acoustics can be adapted within a wide range in accordance to pilot’s needs or the weather conditions. In order to simplify the settings, Bräuniger has defined 5 basic- resp. turbulence filters. Tip: By use of the PC Flychart Software Extras -> Flightinstrument Options, all Vario characteristics can be set easily and comfortably. With the tone simulation the adjusted values can easily be checked simultaneously ! 2.2.1.1 Basic filter (Turbulence filter) Main Setup Menu ⇒ User Settings ⇒ Variometer ⇒ Basic filter . . Filter No. Filter 0 Very high turbulence filtering for very rough strong thermal 1.8s 1 High filtering thermal with turbulence 1.4s 2 Default Normal filter for enjoyment thermal with light turbulence 1.2s 3 Weak filtering for weak thermal 0.8s 4 Very weak filtering for very calm air in Winter 0.6s 2.2.2 Digital-Vario Average - or Netto-Vario The Digital Vario has a scale of 10 cm/s and an extensive measuring range of up to +/- 100 m/s. It is therefore also appropriate to display and record even measuring flights up to the free fall. 2.2.2.1 Average value-Vario (integrating Vario) The Digital-Vario display can be set under Main Setup Menu -> User Settings -> Variometer -> Digital Vario Integrator as average value-Vario ( also designated as integrating Vario) with a time constant of 1 .. 30 s. The values are recalculated per second and display the average value of climb or sink rate within the adjusted time span. At gruff narrow hillside up-wind this helpful readout may be used to determine if a circle or aft flight would provide better climb values. Integration time should be selected more longer in accordance to the thermal’s roughness. Bräuniger, based upon practical experience, recommends an average value of 10 seconds.

20 FLYTEC 6030 GPS

2.2.2.2 Netto-Vario The Digital-Vario may also be operated as Netto-Vario which displays the condition of ambient air. Please also read chapter 0 11.2 for this topic. In addition it is possible to set the Digital Vario in such a way that it operates during the climb as integrating Vario, and during sink as Netto Vario. Main Setup Menu ->User settings -> Variometer -> Digital Vario Integrator -> 2: INT/NETT 2.2.3 Variometer Acoustics and Volume level (Sound) In order to enable the pilot to follow the current climb- or sink rate without looking on the instrument, the Vario-Acoustics generate a tone sequence dependent on the value data. It varies in relation to climb- and sink rate in tone pitch, as well as for interval frequency (number of beep tones per second). The Vario-Acoustic corresponds always to the value of Analogue-Vario and is therefore reproducing the direct values, i.e not the average values being selected in the digital Vario readout screen. The Variometer Climb- and Sink Acoustics can be adapted with high flexibility on the Compeo+ in manifold fields to one’s individual and personal requirements. 2.2.3.1 Audio Level

By use of the key Audio Level is adjusted the volume level of internal loudspeaker. Indeed for five values from soundless to maximum sound level. The selected value is displayed on the Info-line and is confirmed with a short beep or double-beep. The adjustable sound levels are: 0 - 25% - 50% - 75% - 100% - 0.

Short pressure on the Audio Level-key shall increase the volume level each time by 25 %. Automatic volume control: with the basic setting levels 25 50 and 75 % the volume level will be slowly increased automatically, once the airspeed exceeds 40 km/h. However, it is impossible for the volume level to exceed 100%. 2.2.3.2 Variometer Acoustic Settings The climb tone is a frequency modulated beep tone whose pitch and beep tone sequence increase rhythmically at increasing climb rate. The pulse/pause ratio is 1:1. The following settings are possible in Main Setup Menu -> User Settings -> Variometer Acoustics: -> Acoustic Settings: AscentF = Basic tone pitch Vario Climb Modul = Increase of tone pitch (frequency alteration per m/s) sinktoneF = Basic tone pitch Variometer Sink damp = Dampening of tone alterations Pitch = Increase of beep interval per m/s -> Climb acoustic Threshold: Threshold of climb acoustic -> Sink tone Threshold: Threshold of Sink tone

Clim

b S

ink

Sink tone (Alarm)

Soundless range

Climb acoustic threshold

Climb tone

0 m/s i/

Sink tone threshold


Ascent F = Basic Tone pitch The frequency audible at starting climb tone. Range: 600 -1400 Hz Factory setting 700 Hz Modul = Increase Tone pitch The interrelation may be seen on graphic below. Range: 2 to 9 Factory setting 5

0 2 4 6 8 10 12 14

500

1'000

1'500

2'000

2'500

3'000

m/s

Hz Tone pitch strongly increasing per m/s Vario alteration. Setting = 9

Tone pitch only weakly increasing per m/s Vario alteration Setting = 2 Basic tone pitch 600 Hz

SinktoneF = Basic Tone pitch - Variometer Sink Tone pitch at starting Sinktone. The Sinktone is continuous and is heard with deeper sound pitch

at increasing sink speed, and is slowly increasing in frequency again when approaching rising air. The basic tone pitch of sink acoustics may only be set equally to the basic tone pitch for climb acoustics. The descent tone may be switched-off by briefly pressing the Sinkalarm key, or also be switched-on again; the analogue Vario scale display would then show the relevant starting point. The precise actuation point at which sink rate the sink tone shall start is adjusted in Main Setup Menu ⇒ User Settings ⇒ Variometer Acoustic ⇒ Sinktone Threshold.

Damp = Dampening of Tone alteration The Variometer value is recalculated every 0.2s. In case of rapid Vario alterations and setting for quick tone pitch-increase, it may result between two calculations in a quite intense variation of tone frequency. The ear perceives this incidence as a kind of fast „piano effect“. In order to diminish this effect, a dampening feature is fitted. For very rapid tone pitch alterations the frequency alteration is honed. As a result, the Variometer sound is then smoother. Range: 1 to 35 Factory setting 10

22 FLYTEC 6030 GPS

Pitch = Increase of Beep Interval per m/s The interrelation may be seen on graphic below. Range: 1 to 7 Factory setting 5

Number beep tones per second

0 2 4 6 8 10 12 14

5

10

15

20

25

30

m/s

7 = Strong beep tone interval alteration per m/s Vario alteration.

1 = Weak beep tone interval alteration per m/s Vario alteration.

Climb acoustic threshold: Main Setup Menu ⇒ User Sett. ⇒ Variometer Acoustic ⇒ Climb acoustic Threshold. In order to avoid the climb acoustics get started with immobile aircraft, for ex. at take-off area, or at only slight climb, the climb acoustics starting point can be set in the range from 0 cm/s up to 20 cm/s. Sinktone threshold: Sinktone Threshold Main Setup Menu ⇒ User Sett. ⇒ Variometer Acoustic ⇒ Sinktone Threshold . The Sinktone is continuous and is heard with deeper sound pitch at increasing sink speed, and is slowly increasing in frequency again when approaching rising air. Starting point As for climb acoustics, the starting point of sink acoustics can be

selected. The threshold can be set by use of the up down arrow keys. During flight the Sinktone can be switched-on or switched-off by short pressure on the Sinktone-Audio key. Then one can see upon switch-on the selected starting point in the analogue Vario scale. Switch-off is just confirmed by a short beep of the key.

All sound effects as described here are directly audible on the instrument in simulation mode. Tip: By use of the PC Software Flychart 4.52 Extras -> Flightinstrument Options-> Acoustics, all Vario acoustic characteristics can be set easily and comfortably. With the tone simulation the adjusted values can easily be checked!


2.3 Speed Apart from Vario and altitude the flight through the air (= airspeed) is indeed one of the decisive messages. By use of a precisely indicating speedometer it is not only possible to increase air safety, but also to enhance the efficiency on long range flights. On non-motor driven gliders the speed to fly and the McCready theory, as well as the Netto Vario may only be operated correctly, if the precise flight speed through the air is made known. Due to the fact that the average flight speed of hang gliders and fixed-wing aircraft has been increased over the past years, the service life of the utilised vane wheel speed sensors was decreasing to the same extent. Double speed signifies 8-times mechanical wear of the sensor. 2.3.1 Wind vane and dynamic pressure sensor The COMPEO+ is provided with two independent speed measuring systems.

1. wind vane sensor intake with analysis electronics. Advantage: vane sensors made by Bräuniger start correct readout already from approx. 1 km/h speed, these sensors are also perfectly appropriate for detection of weakest wind strength values at starting site. (Vane wheel sensor is optional).

2. In the FLYTEC 6030 GPS is fitted a complete impact pressure measuring system which is suitable to display speed data from 20 to 300 km/h. This wide measuring range is useable for paragliders, as well as for high performance hang-gliders! If required, the Pitot tube may be lengthened by use of flexible hose and be positioned on a turbulence-free spot of the glider. In particular the pilots of rigid-wing aircraft will appreciate in regard to flight safety that on the analogue-speed scale the gap of current speed to Stall speed is very clearly perceptible.

For both speed connections there are correction factors provided. Factory setting is always 100% for each of them. Main Setup Menu -> User Settings -> Speed -> Sensor Setting Pitot or Main Setup Menu -> User Settings -> Speed -> Sensor Sett. Vane wheel. Within this setting mode the internal pitot-impact pressure sensor may be completely switched-off. Due to these speed dependent correction factors it is possible to slightly rectify faulty measurements caused by inappropriate placing of the sensor inside lee position, or of the blister in front of the body. Depending on flight speed resp. of approach angle it is possible to measure differences of airflow between the wing top side and wing lower side. Above top side the airstream is always higher, at lower side it is more slowly. This difference is also called rotation stream. It is the reason why the speedometer displays during slow flights too little speed and during fast flights too much speed. In order to compensate for this fault, it is possible to set under Main Setup Menu -> User Settings -> Speed -> Sensor Setting Pitot an offset of several km/h. For this purpose the correction factor should always be set to 100%. It is recommended in any case to re-determine the correction factor in % afterwards by realising a measuring flight. Under normal conditions this should afterwards not be necessary. The vane sensor measures the true speed of the air - True airspeed = TAS. The Pitot-impact pressure sensor however measures the Indicated airspeed. = IAS In case you are not familiar with the difference of these terms, please read article 11.3 of the appendix.

24 FLYTEC 6030 GPS

Speed readings are analogue, as well as digital. The user may select in Main Setup Menu -> User Settings -> Speed -> Speed Mode, if he prefers the reading as True or Indicated Airspeed. Regardless of which sensor type is used, on the COMPEO+ both speed readings are visible. In the same Menu item the pilots of paragliders may set a lower display range of 20 ...60 km/h on the analogue scale. (factory setting is 30 ... 90 km/h) Upon exceeding the analogue speed scale it shall not be shifted, in this case the digital display upside the analogue scale is only valid. Notice: with wind vane sensor connected, it shall always switch-off the pitot tube sensor. The wind vane sensor is always given priority. 2.3.2 Speed without Speed sensor Frequently hangglider pilots fly without any speed sensor. In this case only the speed over ground shall be displayed. 2.3.3 Stallalarm This alarm is audible, consisting of a deep tone with short beeps and always with 100% sound level. In Main Setup Menu ⇒ User Settings. ⇒ Speed ⇒ Stallspeed it is possible to set the speed for activating the stall alarm, and likewise, the altitude can be set to the point from where up the alarm is active. The alarm is only enabled below its activation limit! If the stall alarm is set to the value of 0 km/h, the alarm is turned off. (Please read also chapter 11.3.2 Stallalarm, page 59). Stallalarm value is shown in the lower left part adjacent to the analogue speed scale. The trigger point for the stallalarm is always linked to the indicated airspeed. At higher altitudes, i.e. in thinner air, the alarm shall be activated earlier (i.e. at higher flying speed) than for ex. at sea level. It is easy to check this effect on the analogue speed scale by simply setting altitude A1 for several 1000m higher. Please read the related article of the appendix: chapter 11.3.2 stallalarm page 59. 2.3.4 TEC - Total Energy Compensation In this menu item it is possible to set the direct access of TEC. It can be adjusted from 65 % up to 99 %. We recommend a setting from 65 up to 80 %. For the topic Total Energy Compensation please read chapter 11.2.2 TEC - 11.2.2 TEC - Total-Energy-Compensation, page 58.

Km/h

3

34

4

2

2

Alt 2

Int

-2.5 2816 1165

m

57 90

80

60

P1

Zeit

16:08Flugzeit

2:45Temp

16

N E

SW70

50

30

GLZGrund

8.6 Wind

12 Gnd Geschw

56 Alt1 GPS Mod Alt 1

Alt 1 1013

MC

GLZGrund

Km/h

Alt 2

2816 1165

57 90

80

60

70

50

30

8.6 Wind

12 56

Alt1 GPS

40

1165 GLZGrund

Km/h

Alt 2

Int

2.52816

38 60

40

50

30

20

8.6Wind

12 56

Alt1 GPS


2.4 Time of day and Date Notice: time of day and the date do not need to be adjusted. They are taken automatically from the GPS-Receiver. However, any time zone difference from UTC (World Time) needs to be entered with a positive value if the time zone is located East of Greenwich, or a with a negative value, if it is at the West of it. Time zones with 0.5h UTC Offset are also adjustable. This setting is entered with Main Setup Menu ⇒ Instr. Settings ⇒ Time zone. Important: all internal calculations of the instrument are made in UTC (Coordinated Universal Time). The local time is just used as „Time“ display and calculates simply the UTC plus or minus the UTC Offset. For the take-off time at Competition Routes the local time is binding. 2.5 Temperature The FLYTEC 6030 GPS is provided with a temperature sensor for the temperature compensation of pressure sensors, as well as for the automatic display contrast control. Temperature reading is possible in degree Centigrade or Fahrenheit. Main Setup Menu ⇒ Instr. Settings ⇒ Units. Notice: the temperature sensor measures the internal circuit board temperature, but in no way the outside air temperature! The inside temperature of the casing may be higher or lower than the ambient air temperature, especially when the instrument is exposed to direct sunlight.

26 FLYTEC 6030 GPS

3 Navigation Navigation activities without operating GPS-Receivers is unthinkable these days. Indeed a chain of satellites is orbiting the Globe. It provides the possibility to determine worldwide one’s own position very precisely, if minimum 4 satellites are received simultaneously. The FLYTEC 6030 GPS calculates several readouts by position determination made by GPS. 3.1 Assessment of GPS Reception quality The FLYTEC 6030 GPS is fitted with a 16-channel GPS-Receiver which is featured with lesser power consumption and also a significantly shorter satellite detection time. Precision of position is between 7 to 40m. As an average one may assume approx. 20 m. Normally the instrument recognizes its position under unobstructed view conditions after maximum 1 to 2 minutes. If the receiver is switched-off for a short time (less than 2 hrs.), the time for new position finding is less than 10 seconds as a rule. Buildings, mountains or thick forest affect reception quality of the receiver. Therefore, you should always look for the best possible visibility around you and the antenna in the casing should point upwards to the sky. In particular when mounted on the steering holder of the hangglider, we recommend not to have the instrument fixed under the pilot’s head on the middle of the basis, but indeed sideways. In this position the Compeo+ should not have more than 45° deviation from horizontal position so that the antenna points upwards.

GPS Antenna area

Because the receiving strength of the satellite signals is only approx. 1/1000 of mobile radios, these radio sets and other disruptive factors (like notebooks) should be operated as far away as possible from the Compeo+. The number of received satellites is shown on the upper right side of the bar scale. The longer the bar, the more precise is the reception quality. As soon as the instrument has sufficient GPS reception after energising, the date and time of day is recorded into the internal memory. This action is signalled by the instrument with a slight beep tone.


3.2 Compass and Flight direction In contrast to a standard magnetic compass which is oriented to the magnetic lines of force of the Globe, the GPS compass can show direction only when the user moves about. However, it has the advantage that it is not subject to any grid deviation and does not show any deviation as a result of iron or any magnetic material either. Its zero point always corresponds with true geographic north (0 or 360 degrees).

3

34

42

m

P1

N E

SW

m/s 2MC

The course, that is the flight direction (= Track), is calculated from a series of positions. If the user remains stationary at the same location, then the course (track) and compass needles are undefined. The exact course, (this is the direction in which the user travels over ground), is always at the top of the compass, but can also be read in the display Track. When circling in a thermal the compass rose only appears to turn; in reality the needle does not move; it’s the casing along with the aircraft, which moves around the rose. 3.2.1 Track and Bearing Track is the direction into which an aircraft is moving over ground. The geographic true North direction is always 0 or 360 degrees. ( East = 90 ; South = 180 ; West = 270 degr. ) Bearing is the direction (according to the system described above) to a selected Waypoint seen from the viewer.

WP 2

WP 1

Kurs Linie Course

KursabweichungCrosstrack error

N

KursTrack

DistanzDistance

PeilungBearing

GeschwindigkeitSpeed

Caution: Track or Tracklog is also called the sequence of recorded positions during one flight.

28 FLYTEC 6030 GPS

3.3 Waypoints and Coordinates A waypoint is any single point on the earth’s surface that you would like to go to. The FLYTEC 6030 GPS can save up to 200 different waypoints. Each waypoint can have up to 17 characters, e.g. “Fiesch Airfield”. In determining the waypoint, it is also necessary to enter the altitude, i.e. “1123” meters (always above sea level). We now only need the position of Waypoint on the earth’s surface. For this purpose the COMPEO+ utilizes the geographical map system named WGS84 (World Geodetic System 1984). This reference system assumes that latitude is measured from the equator (0 degrees) to the North Pole, 90 ° N, and to the South Pole - 90 ° S. Longitude is measured from the Greenwich zero meridian (near London), East is counted positive and West is negative up to +/-180°. However, the FLYTEC 6030 GPS also converts Waypoints entered according to the previous norm, introduced by Bräuniger: 3 letters and 3 numbers. Example: FIE112 indicates a Waypoint with the name FIExxx and an altitude of 1120 meters above sea level In Basic Settings / Coordinate Format the data entry format is selectable between:

1) Degrees Minutes Decimal places of Minutes (dd°mm.mmm) (Factory setting) 2) Degrees Minutes Seconds (dd°mm’ss“) 3) Degrees Decimal places of Degrees (dd.ddddd) 4) UTM (a grid system with a 1 km raster in both N-S and also in E-W direction) 5) Swiss Grid

Basically one should always try to use possibility no. 1 (=factory setting), because only this format is using exactly the same calculation format as the GPS receivers do. With all the other formats rounding errors could sum up to 20 m. It is exclusively calculated with the WGS84 system. Different geodetic systems are no longer selectable. 3.3.1 Waypoints, alter, delete or insert In this position of Set-Menu the waypoints may be managed. After briefly pressing the OK key the display will show the list of saved WP. In case this list contains more than the visible 8 WP, then a down arrow at the right lower edge of the list warns that more pages are to follow. To scroll down to the next page, press the ► key, now WP 9 … 16 are displayed etc. Tip: Waypoints may also be set comfortably on the PC by use of the „Flychart 4.52“ PC-Software and be transferred via the PC-interface to the instrument. Using the keys ▲ and ▼ it is possible to select an individual WP and to alter it after pressing the OK key. The 1st letter of the WP-name will blink, again with the ▲and ▼ keys the required letter is selected; there are numbers, letters, as well as a set of special characters to choose from. By pressing the ► key, you move forward to the next letter etc. With the F1 key you may shift between capitals and small letters. With the F2 key one single character is deleted (Rub out). You can enter a maximum of 17 characters. Once the name has been entered completely, confirm by pressing the OK key. Now the WP altitude will blink and require any alteration. With the keys ▲▼ the altitude value is entered and confirmed by pressing the OK key. Now the position of WP is next. At first the latitude is entered in degrees and confirmed with OK, afterwards the minutes and then the decimals of the minutes. The same procedure is applied for the longitude. Continuous keystroke changes the values to be set faster.

Waypoints ------------------------------------------ Flytecn Calandal Ocala Stanserhorn Niesen Fantasy of Flight Astatula ------------------------------------------ Used Waypoint 7/200 Astatula Alti 245 ft Lati N 47’ 55.116 Longi E 008’ 16.813

Ins. Wayp.

Del. Wayp.


Delete Waypoints The selection of WP’s to be deleted is effected with the ▲ and ▼ keys. Pressing the F2 key (Del WP) enables the delete function, for data safety the COMPEO+ is asking again: “Delete Waypoint?”. The reply “Yes” or “No” is at choice, but it is also possible to discontinue the deleting procedure by use of the ESC key and return to one level before. Insert Waypoints Pressing the F1 key (Ins WP) enables this function. Entering Waypoint names, altitude and position is operated following the same scheme as described above. After confirming all entries with the OK key, the new WP is inserted to the list in alphabetical order. In total 200 WP may be saved in the FLYTEC 6030 GPS. Notice: after entering new Waypoints, (for ex. for a new Route entry) these can be used only if in between you have switched back to the normal flight mode with ESC. In addition, the Route into which the new Waypoint was inserted must not be active. Therefore, first change into route selection by prolonged pressing of the Route key and with the help of the F2 key (Cancel Route) deactivate the Route. The more Waypoints are saved in the memory, the more slowly the navigation becomes in Main Setup Menu, as the list is rearranged again in the background over and over. 3.3.2 Display of actual Coordinates If the COMPEO+ receives satellites by GPS-Receiver, the actual position is displayed by briefly pressing the i Info key in the instrument’s information field. After 20 sec. the previous display screen will automatically reappear. This function is useful in relaying your location to some person after landing, who will retrieve you from there. Also when entering a Waypoint with WP ⇒ F1AddWp the coordinates are displayed. 3.3.3 Memorising the actual Position It may happen from time to time that the current position should be saved as a Waypoint. For this purpose the WP key should be pressed during 3 seconds and subsequently ⇒ F1AddWayp. In response a beep will chime and the momentary coordinates shall be saved in the memory as a Waypoint. As the Waypoint name the FLYTEC 6030 GPS uses the letter M (for marker) and afterwards the actual date and the time of day in UTC. Example: M.22.04. 11:16:49 stands for 22nd April at 11 hrs. 16 min. 49 seconds (UTC). Naturally this WP name may be altered later into a more meaningful name, for ex. “Fiesch Airfield".

16 56 . . . Add

Wayp

30 FLYTEC 6030 GPS

3.3.4 Goto – Function Prolonged pressure on the Goto key switches the lower half of the instrument into the Goto-mode. This function allows for searching a Waypoint stored in the memory of the Compeo+ and to select it for a flight to goal. At the same time the next Waypoints are listed in the order of shortest distance to the user. The figure behind the WP-name indicates the distance in km.

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If a WP was selected with the ▼ arrow key, it can be confirmed by pressing the OK key. The Goto-function may be deactivated by pressing the F2 key (Can Goto ). Tip: the large compass arrow points directly to the goal. If a hefty crosswind is encountered on the way to goal, the correct correction angle can be found as long as one carefully changes the direction of flight against the wind, until the directional pointer in the compass rose points directly upwards. In that way it is ensured that the flight path over ground is in a straight line to goal and is thereby the shortest one. The well known and so called “pursuit curve” is thus avoided. 3.3.5 Distance to Waypoint (User Datafield) Only in case a Waypoint has been selected manually with the “Goto” function, or automatically with the "Route" function, the horizontal distance seen from the viewer to the waypoint is displayed here. The scale is 10 m (for distances below 10 km) otherwise it is 0,1 km. Also when the Waypoint is used as turning point in a competition, it is always the distance to the centre of the cylinder which is displayed. 3.4 Routes A route is an arrangement of various Waypoints over which one would like to reach a goal. Of course, the Waypoints used on a Route have to be saved in the unit’s memory. Similarly to the Goto-Function the pilot should fly from WP to WP in a travel optimized mode, which means that with help of the McCready-theory he will be able to complete his task within the shortest possible time. While inside the Goto-Function the next Waypoint needs to be selected from a list each time by prolonged pressing of the Goto key, when flying Routes it is possible to switch forward by briefly pressing the key ▲ (next WP) or ▼ (previous WP ). It makes sense to store many well-known thermal sources as Waypoints along a route. The pilot does not have to feel compelled to reach these Waypoints, at times he may be high enough to jump a Waypoint on a Route, while at another time he may have already found the thermal he had hoped for one or more kilometers before reaching the Waypoint. Of course there is still the option of looking up other, possibly closer, Waypoints without leaving the current Route by using the Goto-function. Altogether, the Compeo+ can have up to 20 Routes created. Each Route may contain max. 30 WP’s. The one and same Waypoint can be used more than once along a Route, and the same Waypoint may be included on other Routes as well. Notice: in a normal Route, when reaching a waypoint, there is no automatic shift to the next WP! For the automatic forward shift it is required to use the Competition-Route function! Important: Once a WP has been used along a Route, it can no longer be deleted from the WP list..

- - - - - - - - - - - - - - - - - - - Select Waypoint Flytec AG 036 Calanda 160 Crassons Grat 267 Fiesch Landepl 112 - - - - - - - - - - - - - - - - - - - -

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240 153


3.4.1 Creating a Route With Main Setup Menu ⇒ Routes access is given to the list of stored Routes. (max. 20 Routes). Within this list one can select by use of the arrow keys ▼ or ▲ one of the Routes, or by pressing the F1 key (Ins. Route) a new Route can be created.

Route - - - - - - - - - - - - - - - - - - - - -COMPETITION-ROUTE Stanserhorn-Planp Fiesch- Oberalap Cassons- Piz Guil - - - - - - - - - - - - - - - - - - - - - Route 2 Stanserhorn-Planp Total Dist: 96 Waypoints: 8 - - - - - - - - - - - - - - - - - - - - - Ins.

Route Del. Roure

After pressing the F1 key (Ins. Route) at first a name has to be entered for the new Route. The cursor will blink on the 1st letter of the word " Xxxxx ". With arrow keys ▲ or ▼ it is altered up to the desired letter. By use of the ► arrow key one proceeds to the 2nd letter, alters it, and so forth. By pressing the OK key the data entry of the Route’s name is completed. At this point the individual Wayoints need to be inserted into the Route. After pressing the F1 key (Ins.Wayp.) the list of available Waypoints will appear in the bottom half of the readout screen in alphabetical order. At the same time one shall see the request: "Select Waypoint No 1". Again by using the ▲ or ▼ arrow keys the 1st Waypoint is selected and is added to the Route by pressing the OK key. This is indicated in the upper half of the screen. By pressing the F1 key (Ins.WP.) one can select the 2nd WP and add it to the Route by pressing the OK key again, and so on. The highlighted Waypoint (offset in black) of a Route is always the last one entered, which means that the function “Ins.WP” will set the next WP to be entered after the one being highlighted in black. If, for instance, you want to insert an additional waypoint after WP No. 1, then WP 1 has to be highlighted, followed by pressing the F1 key (lns.WP); then the request “Select Waypoint No 2” shall appear. If you notice, for example, that Waypoint No. 4 must be changed, then you select and delete this WP and insert a new one after the existing WP3 by pressing F1. Again the list of available Waypoints appears along with the request “Edit Waypoint No 4”. After selecting and pressing OK, the old Waypoint is replaced by the newly chosen one. If one wants to delete a Waypoint from the Route, it is marked and deleted by pressing the F2 key (Del.Wayp.). The Waypoint is then deleted from the list without any further prompt.

Test-Route - - - - - - - - - - - - - - - - - - - - -Wegepunkt Test1 Wegepunk Testt2 - - - - - - - - - - - - - - - - - - - - -Select Waypoint No 3 Wegepunkt Test3 Wegepunkt Test4 Wegepunkt Test5 Wegepunkt Test6 Wegepunkt Test7 - - - - - - - - - - - - - - - - - - - - - Ins.

Wayp Del. Wayp.

Test-Route - - - - - - - - - - - - - - - - - - - - -Wegepunkt Test1 Wegepunkt Test2 - - - - - - - - - - - - - - - - - - - - -Waypoint 1/2 in Route Wegepunkt Test2 Total Distance: 49 - - - - - - - - - - - - - - - - - - - - -

Ins. Wayp

Del. Wayp.

3.4.2 Altering a Route You select a route to be altered with the ▲ or ▼ arrow keys and confirm with OK. The Route’s name is changed first. If this is not required, then it is sufficient to press OK again in order to get access to the Waypoints. As described in the last paragraph, additional Waypoints can now be added or deleted. 3.4.3 Deleting a Route By using the ▲ or ▼ arrow keys one selects the route to be deleted and confirms by pressing the key F2 (Del.Route). For data safety the FLYTEC 6030 GPS inquires once again: “Delete Route?” which should be answered with “Yes” or “No”. Notice: Routes may also be set comfortably on the PC by use of the „Flychart 4.52“ PC-Software and be transferred via the PC-interface to the instrument.

32 FLYTEC 6030 GPS

3.4.4 Flying Routes The Menu Routes is enabled by long pressure on the Route key. After this selection the list of Routes stored in the instrument appears in the lower part of the screen. Within this list one of the Routes can be selected by use of the ▼ or ▲ arrow keys and can be activated by pressing the OK key.

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- - - - - - - - - - - - - - - - - - - Select Route COMPETITION-ROUTE Route Demo2 Route Flytec - - - - - - - - - - - - - - - - - - - -

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For an activated Route a thick black arrow positioned in the centre of the compass rose points to the direction of the next Waypoint. The direction to the next but one Waypoint is illustrated in shaded mode. Notice: an activated Route is kept enabled even after switch-off and switch-on of the instrument! The Route may only be deactivated by the “Cancel Route” function ! If following switch-on of the instrument a black direction pointer is visible in the compass rose, it indicates an activated Route or a “Go To” function still in activity! 3.5 The Competition-Route In contrast to the normal Routes the Competition-Route has Waypoints which are mandatory to be reached; for example turning points in competitions or FAI-record flights, or on performance flights. The regulation, which only recently came into effect in documenting distances flown, relies fully on the recording of GPS-Receiver position data (Tracklog points). It is only when flying Competition Routes that the pilot will be warned by an acoustic alarm when approaching his Waypoints or when leaving the start cylinder, and then the unit switches automatically to the next Waypoint. 3.5.1 Competition-Route - create, alter, delete Even so a Competition Route is treated differently than a usual Route during flight and also for data transfer, there is no difference when setting or altering it. The route can be set up with the help of the keypad or can be transferred from the PC. Please read chapter: 3.4.1 – Create a Route on page 31. This is particularly useful for Competitions when in a short time the flight tasks on the basis of turning points have to be distributed error free to many pilots. The Waypoints of the Competition Route can be altered, however its name „COMPETITION Route“ is not subject to be deleted. If the Competition-Route does not contain Waypoints it is not ready to be selected. Notice: it is possible to use the same Waypoint several times with different radii in a row (e.g. the goal cylinder and the landing site) 3.5.2 Copying a normal Route as Competition-Route Each one of the existing Routes may be copied into the memory of Competition-Routes. Menu item Main Setup Menu ⇒ Routes ⇒ key OK gives access to the list of stored Routes. Select the Route to be copied by using the ▲or ▼arrow keys. By long pressure on the WP key the selected Route can now be copied into the Competition-Route. For safety will appear the prompt “Copy to Competition Route? Yes/No ?” in the lower part of the screen. After confirmation by pressing with OK on “Yes” the copied Route is definitely included.! Please note that after this entry the start cylinder, radii and start time need to be set separately, because all cylinder radii are reset to the default value of 400 m.


3.5.3 COMPETITION Route - Definition The definition of start cylinder with start time, number of start gates, flying mission, such as Enter- or Exit from start cylinder, as well as setting the differing WP-cylinder radii, can be effected in Menu Competition Route. Main Setup Menu ⇒ Routes ⇒ COMPETITION-ROUTE ⇒ OK key. 3.5.3.1 Starting Waypoint - Definition Usually the start cylinder is in first position of the Competition- Route. (However this is not mandatory). If during setting the Competition-Route, after marking a Waypoint the key WP is pressed, the letter “S” for Start-Cylinder appears behind the WP name. The “S” disappears if the same key is pressed again.

COMPETITION-ROUTE- - - - - - - - - - - - - - - - - - - - - - Quest 1.20S Sheets 0.40 Groveland 0.40 Cleremont 0.40 Dean Still 0.40 Quest 0.40 - - - - - - - - - - - - - - - - - - - - - Waypoint 1/5 in Route Quest Total Distance: 96 Radius (m) 1200 Starttime: 12:30 +15min Startgates: 03 EXIT - - - - - - - - - - - - - - - - - - - - -

Ins. Wayp

Del.Wayp.

3.5.3.2 Starting cylinder characteristics - Definition Only if a WP is marked with “S” it is necessary to set also a start time and as mission: ENTER or EXIT and the number of start gates, as well as their chronological interval. For definition of start cylinder characteristics just select the Waypoint marked „S“, thereby the screen for adjustable start characteristics in the lower part is opened. By pressing the OK key one can switch forward from input field to input field, while the values are defined in each blinking field. The example illustration on the right shows the start cylinder set to 1200m radius, and possible start time values are set for 3 start gates of 15min. each to 12:30; 12:45 and 13:00 h and the start is set to EXIT cylinder. If no WP is designated as Start cylinder, the pilots are not bound to analogue observe a start time and the automatic switch over to the next WP is effected as soon as the pilot is inside of a cylinder. 3.5.3.3 Waypoint cylinder – Definition Instead of the previous photographic sectors the pilot only needs to reach a predetermined distance to the turning point. It is also called the entering flight into the cylinder. This distance, or cylinder circumference may be set in Main Setup Menu ⇒ Routes ⇒ COMPETITION-ROUTE for each Waypoint separately in the range of 20 m up to max. 200 km. Preset default- or factory setting is a cylinder radius of 400 m.

COMPETITION-ROUTE- - - - - - - - - - - - - - - - - - - - - - Quest 1.20S Sheets 0.40 Groveland 0.40 Cleremont 0.40 Dean Still 0.40 Quest 0.40 - - - - - - - - - - - - - - - - - - - - - Waypoint 1/5 in Route Quest Total Distance: 12 Radius (m) 400 - - - - - - - - - - - - - - - - - - - - -

Ins. Wayp

Del.Wayp.

Notice: Because the GPS-Receiver of the FLYTEC 6030 GPS identifies its new position every second, it takes only this one second to inform the pilot about his crossing of the turning point cylinder circumference, or that the time has come to leave the start cylinder. In this case a long, unmistakable tone sounds during 2 sec. signalling „Waypoint reached“ and the instrument automatically switches forward to the next Waypoint of the Route. Independently of which recording interval for storage is used during a standard flight, it is anyway ensured that several track log points are saved at one second intervals in the memory of the FLYTEC 6030 GPS when crossing the cylinder circumference.

34 FLYTEC 6030 GPS

3.5.4 Flying Competition-Routes Competition-Route is called up and activated by long pressure on the Route key and acknowledgement with the OK key.

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- - - - - - - - - - - - - - - - - - - Select Route COMPETITION-ROUTE Route2 Route Flytec - - - - - - - - - - - - - - - - - - - -

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If a Competition Route has been activated once, it is kept enabled even after switch-off and switch-on of the instrument. The Route can only be disabled within this menu item by the command Cancel Route (prolonged pressure of the F2 key and then OK) ! 3.5.5 Competition Start If in a competition a start cylinder is predetermined, the valuation starts as soon as the start time is reached under these conditions:

. . .

MC

Startmode EXIT: when the pilot leaves the cylinder from inside to outside. Startmode ENTER: when the pilot is entering the start cylinder from outside to inside Several start gates may be selected. 3.5.5.1 EXIT Cylinder

WP2

WP3

WP1 Startzylinder

Exit The „WP reached“ signal will be given as soon as the start time is reached and the pilot is inside the start cylinder. It will also sound if the start time is positive and the pilot is crossing the start cylinder circumference from outside to inside. In both cases the next active Waypoint will be enabled, in this case it is Waypoint 2. All calculations and the direction arrows are now related to Waypoint 2. 16 56

next pr wp

If the pilot decides to take the next start gate, he must press the Prev WP ▼ key. (Select with WP the submenu Prev/Next WP). The instrument then enables WP 1 again and will increment the start time by the preset difference. When the last start gate is reached, the start time will no longer be increased after pressing of „Prev. WP ▼“. Caution: for EXIT-Cylinder it is required that the first Waypoint after the start cylinder is outside of the start cylinder! For details please see graph 11.6.5: Task Exit start cylinder page 70.

. . . AddWayp.


3.5.5.2 ENTER Cylinder WP1

Startzylinder

WP2

WP3

The „WP reached“ signal will be given as soon as the start time is reached and the pilot is crossing the start cylinder circumference from outside to inside. In this case the next active Waypoint will be enabled, that is WP2. All calculations and the direction arrows of the compass rose are now related to WP2. If the pilot decides to take the next start gate, he may press the Prev WP ▼ key. (Select with long pressure on WP the submenu Prev/Next WP). He may perform this operation regardless if he is inside or outside of the start cylinder. The instrument then enables WP1 again and will increment the start time by the preset difference. When the last start gate is reached, the start time will no longer be increased upon pressing of „Prev. WP ▼“. Caution: for ENTER-Cylinder it is required that the first waypoint after the start cylinder is inside and usually in the centre of the start cylinder! For details please see graph 0: Task Enter start cylinder page 72.

16 56 next pr wp

AddWayp.

. . .

During the flight the pilot can see on the Info-field display or on user field „RaceStart“ via Count-Down how many seconds and minutes are left before “all-clear” start. If start time is reached, the readout screen of user field „RaceStart“ is switching to inverse display (white on black). At the same time he can read in the display „Dist toWP“ and „Dist StCyl“ if he is inside or outside of the start cylinder. (negative figure is inside, positive figure is outside of the cylinder). The user field „Dist StCyl“ always indicates the distance to start cylinder. For precision and better understanding here again the different distance terms: „Dist Cyl“ displays the distance to the radius of active Waypoint cylinder.

This is before the start the start cylinder and after the start it is the next Waypoint.

„Dist StCyl“ displays the distance to the radius of the start cylinder, independent from the position at which one is flying in the Route.

„Dist Start“ displays the distance to the position from where on the instrument has started recording.

If the pilot has flown out of the WP-Cylinder and the instrument has shifted to the next Waypoint, it is possible to switch back by pressing the arrow key ▼ in any order to the previous Waypoint, or by pressing ▲ to switch forward to the next Waypoint again. This is useful when a pilot, after having left the start cylinder, has decided to fly back and to restart at a later time. It is then possible to orientate oneself with user field „Dist StCyl“ about the return distance required until start cylinder is reached again. It is also possible when flying a Competition-Route by use of the Goto-key (prolonged pressing) to call-up additional Waypoints (thermal sources), sorted according to their distance from the pilot. The Waypoints being part of the Competition-Route are marked with an asterisk in the displayed list; which means it is mandatory that they are approached. Even in case a Waypoint not belonging to the Route has been called-up, the alarm remains enabled when entering the cylinder of the Waypoint belonging to the Route.

36 FLYTEC 6030 GPS

With the F2 key it is possible to toggle back and forth between the Waypoint of the Competition-Route and the other Waypoint. After completing a flight task, the Waypoints belonging to the Competition-Route will be listed in the data transfer to a PC under the header of the IGC file. Therefore, a corresponding PC program can also check if the assigned task was completed correctly. When setting up a Competition-Route without a start cylinder, i.e. without a start time, the automatic switch over to the next Waypoint is performed, as soon as the pilot is inside the 1st cylinder radius. So it makes no sense to choose the “Take off” (start site) as 1st Waypoint, because the instrument switches immediately over to the next Waypoint when receiving satellites. 3.5.5.3 Approaching a WP Cylinder Upon reaching a WP-Cylinder a long, unmistakable tone sounds during 2 sec. signalling „Waypoint reached“ and the instrument automatically switches forward to the next Waypoint of the Route. Notice: in order to facilitate the decision to peel off the user field „Dist Cyl“ displays the distance to the radius of active Waypoint cylinder. 3.5.5.4 Dist to Goal (Total distance to the Goal of a Route) In this field there is displayed, when flying a Route, the sum of the legs still lying in front of the pilot. This distance is calculated from the current position. He thus knows at any moment, how much km are still in front of him until completion of the task.

Goal

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Start

3.5.5.5 Distance to starting point The instrument memorises the coordinates of the point where the start recognition (flight acceptance) has begun. Precondition for the start recognition: GND Speed of 10km/h for more than 60 seconds. With user field „Dist Start“ the distance to this point can be displayed. Normally this is the point from where one has made the take-off.


3.5.5.6 XT Error, Cross-track Error This field indicates the shortest distance (perpendicular to the Track in relation to a map view) to the active leg of a Route. Pos 3

The accuracy of the displayed value depends on the length of the active leg. The largest inaccuracy arises in the centre between start and the next Waypoint if one is very close to the track (the angles become very flat). With 50 km distance between start and Waypoint, the inaccuracy in the centre can reach up to 400 m. Positive values are displayed if one is on the right side of the track, negative values when being on the left of the track. Even when one has flown over the next Waypoint, the distance to the straight line is displayed (see pos. 3) 3.5.5.7 Relocating Thermals With weak or widely dispersed thermals this function helps to relocate any lost thermals. A small arrow pointing up in the compass rose shows the direction to the last thermal with at least a 1 m/s climb. If this arrow is in the upper part of the display, then you are flying towards the thermal; however, if the arrow is in the display’s lower part, you are flying away from the thermal. If you want to utilise this function, then the indicator "Dist Therm" should additionally be activated in the user defined fields. This value indicates the distance from the pilot to the last thermal. The threshold to which the arrow should be pointed can be set under Main Setup Menu ⇒ User Settings ⇒ Variometer ⇒ Thermal Threshold from 0.5 up to 3m/s. Therefore the arrow is not pointing directly to the thermals’s centre, but to its circumference, as one needs to relocate the entry area.

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3.6 Flight optimisation 3.6.1 Groundspeed (Speed over Ground) The GPS-Receiver calculates its new position once every second. Speed over Ground is derived from the distance between these positions. It is possible to reach conclusions about the wind’s influence from the difference between flying speed (Airspeed) and the speed over ground. 3.6.2 Head- Cross or Tailwind; the Wind component During a flight to goal or in calculating a final glide, it is not really the absolute value of wind, but the wind component, i.e. the difference between Groundspeed and Airspeed, which is decisive. In most cases the wind does not blow directly from the front or from behind, but somewhat from the side. If this wind component “Spd-Diff” (in the user defined fields) is positive, then the pilot will fly with a tail wind and the glide ratio over the ground will improve. If, however, it is negative, it contains at least a part of head wind and the glide ratio over ground will decrease. The Compeo+ takes anyway into consideration this wind component in the course during for calculating the final glide. The entire “windspeed“ as well as the speed difference of the course „Diff.Speed” can be displayed as user field readout. If the windsock indicating the wind direction covers the wind symbols N E S W, then for reasons of clarity the corresponding letter below shall disappear! 3.6.3 Wind direction and Wind strength It is very important to know the wind in direction and strength, especially in case of an out landing. The wind strength can be selected within the user defined fields. For this purpose it is necessary to fly one or two complete circles at similar speed as possibly can be done. Duration time for one full circle should at least be 12 seconds, some more time would be better. Whilst circling, the Compeo+ determines the direction of least speed over ground, and checks also synchronously if in opposite direction there might be the fastest speed over ground. The calculation of wind speed and wind strength is the result hereof. Wind direction is shown in the compass rose at the position from where the wind is blowing by a small windsock symbol. During the landing approach this symbol should always be at the top.

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3.6.4 Speed to Fly for best Glide The thick arrow visible on the right side of the analogue speed scale informs the pilot about the speed for best glide, dependent on the polar, the wind and rising resp. sinking of surrounding air. In Competition, a pilot will always fly faster than this speed indicator is recommending, except when every meter of height is essential. Please also read under: “speed to fly ” It is negligible whether the pilot has chosen to set the speed readout on true or indicated air speed, as the Compeo+ shall display under Indicated Airspeed at any altitude and steady air the same value for best glide. However for True Airspeed the speed recommendation will increase gradually in accordance to increasing flight altitude. (See aslo:0 11.3.1 True or Indicated Airspeed - TAS or IAS)


3.6.5 Glide ratio ( = L/D ratio) By definition, the glide ratio is calculated by taking the horizontal distance traveled and dividing it by the height which was lost. If instead of the horizontal speed is taken the speed through the air, the error is 2% at glide ratio 5 and just only 0,5% at glide ratio 10. This small inaccuracy may be disregarded. The glide ratio may also be selected within the user defined readout screens. Hereby the following facts are applicable: Glide ratio through the air: L/D Air = TAS/Sink True Air Speed divided by Sink

Glide ratio over Ground : L/D Ground = GS/Sink Speed over Ground divided by Sink

Required Glide ratio over Ground to reach the selected WP from the momentary position. L/D ReqWP = distance to WP / Height difference to WP Required glide ratio over ground to reach the last WP (Goal) of a Route from momentary position. This field shows the required glide ratio over ground to the Goal over several Waypoints. Hence it is possible to decide whether one can fly directly to the Goal over several Waypoints, or if in between one must gain height within a Thermal. For this calculation it is not taken into account if there is a waypoint in between, of which the altitude is higher than the direct line from current altitude to goal. The distance is calculated alike as explained in 3.5.5.4 Dist to Goal (Total distance to the Goal of a Route) page 36 This user field is only then displayed, if a Route is enabled. Required glide ratio over ground to reach the goal from the momentary position. Example for explanation of glide ratio (L/D) values

Best glide 8

Act. distance to WP 5.45 km

Best glide – Exit point 931m over the Goal

Act. Alt. 956m

Alt a BG 275m

681m

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40 FLYTEC 6030 GPS

3.6.6 Safety altitudee over the path of best Glide Diff.BGWayp

and Diff.BGGoal Diff.BGWayp This user field displays the difference between the current height and the required altitude for reaching the next waypoint with the best glide. If this altitude readout is negative, the pilot needs to circle upwards at least to such an altitude that the displayed value is now positive and shifts to “inverse” 0010 picture. If the Diff. BGWayp display is positive, this is then indicating a safety altitude, i.e. one is at higher altitude than is required to reach the waypoint with the best glide! Important: only the correct data entry „best L/D ratio of your aircraft“ in the instrument settings allows for a precise calculation! The automatic wind component detected by the instrument by flying a full circle, is also considered for the calculation. However, the possible presence of upwash or downwash on the path is not taken into account. H/Twind - Manual setting For all reflections we made so far we have taken it for granted that the wind component is automatically calculated from the difference of: Gndspeed – Airspeed. However, there are good reasons to justify the overwriting of this automatically collected Spd-Diff by a manually entered value.

1. When circling inside the thermal, the wind prevailing outside of the thermal shall always be of higher strength than the measured one. The strength is depending on the value of climb, and also if the pilot is in the upper or lower part of the thermal.

2. If the pilot knows by experience, when down gliding from high altitude, in which way the wind will change in the lower atmospheric layers, he can account for this fact before.

3. When paraglider pilots fly without speed sensor, the manually entered wind component may provide a significant improvement of the final glide calculation.

16 56The function for head- or tailwind is called up by long pressure on the H/Twind key. By using the F2 key it can be shifted between automatic and manual. The active setting is indicated in the information line. H/Twind - Manual setting In the HTman. function it is possible to adjust the display stepwise as precisely as to 1Km/h by brief pressure on one of the arrow keys. With continued keystroke the display shall be automatically changed until the key is released. Headwind = negative entry e.g. -12 for 12Km/h headwind component Tailwind = positive entry e.g. 15 for 15Km/h tailwind component Diff. BGGoal Diff. BGGoal is calculated alike as BGWayp but with the difference that the entire distance over all remaining waypoints to the goal (last WP in the Route) is calculated from the momentary position. Hereby it is assumed that one is flying from the current position in direct track to the next waypoint and then continues from there on the Route. The calculation here is also based on the presumption that the route is flown with the speed of best glide.

16 56 HT wind auto

Man Wind. . .

an. -12 HT mAUT Wind

. . .


See chapter 3.6.5 Glide ratio (=L/D ratio) page 39. 3.6.7 Arrival WP (in total required Height to the Goal of a Route) This user field displays the calculated altitude above goal, while taking into account all legs of a Route still lying in front of the pilot, and by flying in accordance to best glide. Hereby is also taken into account the wind component strength and direction for all sectors as it was last detected. In Competition, a pilot can discern before approaching the turning points of a task lying in front of him, if he can reach the goal without additional ascent. In addition this function makes it possible to fly to goal as fast as possible, if speed is selected in such a way that this field always displays the required altitude above Goal. The more one is distant from the goal, so much higher variations this figure will show. One could imagine to send a target beam to the goal and the user field displays the altitude of this beam above the Goal.

On final glide Alt a WP = 0 Best Glide line to Goal McCready = 0

3.6.8 McCready-Ring The single pointer visible in the climb range of the analogue Vario indicates the current value of the McCready-Ring. The position of this arrow is dependent on the polar of the glider, the wind, the rising or sinking of surrounding air, and, in particular, on the flight speed. If a pilot wants to complete a task in the shortest possible time span, then he needs to keep this McCready pointer by continuous adaptation of his air speed on the Variometer position which corresponds to the average climb in Thermals. Due to the fact that this arrow depends on various conditions, it is also designated as active McCready pointer. Please also read Fehler! Verweisquelle konnte nicht gefunden werden. Fehler! Verweisquelle konnte nicht gefunden werden. By pressing the key McC /WP it is possible to turn the McCready Tone on / or off. The pitch of this sound is linked to the pointer. Hereby the zero-point of the acoustic is set to the value corresponding to the current McCready arrow at the precise moment of keystroke on the key McCready On. Therefore adjust your speed so that the McCready arrow is congruent with

42 FLYTEC 6030 GPS

the average thermal climb rate. Then briefly press the McC /WP key. On the display screen in the upper part between battery bars and page indicator is now shown the sign “MC”, if the McCready acoustic is activated. The zero-point of McCready acoustic is now set to this desired McCready position. The average thermal climb is indicated in grey within the dual frame of the Analogue Vario, without McCready acoustic. When McCready acoustic is enabled, the average thermal climb is presented in black, the part of adjustable toneless gap is however in grey. It is now possible to fly travel optimised without looking at the instrument, by purely paying attention to the acoustic. If the tone lowers, you need to speed up and vice versa. The pointer should be kept at the same position. In order to offer to the pilot additional acoustic help, it is possible to set a toneless gap around the McCready Ring value at which the McC /WP key was pressed. This means that the pilot always flies correct according to the desired McCready setting, as long as the instrument is quiet. The wideness of this acoustic gap may be set in Main Setup Menu -> User Settings -> McCready. Factory setting here is +/- 0.3 m/s. In addition, it is possible to enter in the same setting position a delay time in seconds, which is lasting until the typical McCready sound resumes after leaving a thermal (with climb acoustic). (Factory setting is = 7 sec.) 3.6.8 Average Thermal-Climb There are good and not so good thermal days; moreover the average climb even varies throughout the day. Climbing is generally better at midday than in the morning or the evening. For this reason the FLYTEC 6030 GPS is provided with a small edge on the Analogue Vario as outer limit. The grey area in this edge indicates the average thermal climb which is required for the McCready theory. It is solely influenced by the climb and displays the average value of the last 10 (adjustable) minutes of climbing. The pilot is then flying in travel optimised mode, when he keeps the active McCready pointer above the average climb area. The time constant for the average thermal climb (factory setting = 10 min.) may be adjusted under Main Setup Menu -> User Settings -> Variometer -> Day specific Climb between 30 sec. and 10 min. Please also read 11.5.2 Speed to fly / McCready. 3.6.9 Flight duration - (Flight time) The take off time is automatically recorded. The flight start time is perceived as soon as the instrument has diagnosed a difference in height of about 30m upwards or downwards, or if the speed over ground has been measured with more than 10 km/h since min. 60s. For this purpose the GPS needs to be activated. In case the GPS-Receiver has no or only poor reception quality, only the difference in height of about 30m is valid as criteria for flight recording. Moreover, only flights which are lasting more than 3 minutes, are log recorded. The flight time can be displayed in the user selectable fields. The unit will also recognize autonomously the end of the flight. It is the basic condition for the end of the flight that neither speed over ground has been measured with more than 10 km/h during min. 60s, nor that the Vario pointed to more than 0.1 m/s. In Basic-Settings one can select instead of automatic flight recording the manual procedure. Please also read 5.1.1 Flight logbook and Flight-Analysis page 499


4 Map of flight obstacles (Restricted areas) It is possible to enter on the FLYTEC 6030 GPS up to 300 flight obstacles such as CTR’s, TMA’s, air fields, danger areas, cables or also a wildlife protective area, of which the graphs are displayed on the map page. These restricted area zones may comprise straight lines, but also arc segments or just circles. These sectors are displayed in map mode. Each CTR may be composed of max. 110 Waypoints. As soon as the distance to CTR falls short of a warning limit to be set in Setup Mode (factory setting = 200m), this distance is displayed additionally on the graphic map screen, as well as on the standard flight display in the Info line. CTR 0.20 Km The distance to the next CTR can also be displayed as user defined data field.

+Buho

10

If the pilot is inside of the CTR, then Dist.to CTR is always indicated as being 0. For each CTR is assigned a name and a comment to be freely edited by the pilot. The names of the five next Air space CTR’s may be shown with the i key in Map Mode. The relevant comment may be used to inform the pilot during flight about the upper or lower border limits of the CTR. The sequence of these CTR’s corresponds to the distance from the momentary position. A second pressing on the i key removes this information, or the Info page disappears after 30 seconds. The map section can be altered as follows: F2: Zoom in: the map scale is gradually increased up to approx. 0,5 km. Thus even details are clearly recognisable. F1: Zoom out: the map scale is gradually decreased, down to the screen-optimised illustration. Maximum is 50 km. 4.1 Flight obstacles – Edit manually CTR's can be entered into the instrument either manually under Main Setup Menu ⇒ Air Space or more easily by use of a PC program, e.g. Flychart which is available for download via Internet on our homepage (www.Bräuniger.ch). The procedure for manually setting, altering and deleting CTRs is operated according to the same system which is used for setting, altering and deleting Waypoints and Routes.

http://www.flytec.ch/

44 FLYTEC 6030 GPS

Without activation code the user has 20 CTR’s at his disposal. He can under Main Setup Menu -> Manage Memory -> Delete All Air Space store the CTR Innsbruck into the instrument and subsequently alter it under Main Setup Menu -> Air Space.

Innsbruck - - - - - - - - - - - - - - - - - - - - Point 1/7 Point 2/7 Center 3/7 Startb 4/7 Stopb 5/7 Point 6/7 Point 7/7 - - - - - - - - - - - - - - - - - - - - Point Dir Lati: N 47’19.500 Longi: E011’04.500 - - - - - - - - - - - - - - - - - - - -

With activation code it is possible to use up to 300 CTR’s, depending on how complex these are. For this purpose it is necessary to require the chargeable activation code for the SW Package 02. The CTR is defined by key points and arc segments or just by a circle. When entering these key points it must be taken care of that the key points are precisely created in their order of appearance (to the right or to the left) in which these lines should be displayed later. The FLYTEC 6030 GPS draws automatically a line from the recent Waypoint to the first one. It is therefore not necessary to repeat as last waypoint the first one. As type the following elements can be selected: Point: key point Center: centre of arc segment Startboarder: start point of arc segment Stopboarder: end point of arc segment Circle: centre of the circle plus Radius Example: counter-clockwise To enter arc segments, the following sequence must be observed: Long, Lat centre; Long, Lat start point of arc segment; Long, Lat end point of arc segment; Rotational direction (+clockwise, - counter-clockwise) For circles the centre and the Radius are sufficient. Long, Lat of centre; Radius in km

7. Point

6. Point

5 Stopboarder Dir -

4 Startboarder Dir -

3 Center

2. Point

1. Point

6. Point

1. Point 2. Point

Name of CTR

Number Elements / Points

Comments

Warning Dist.

Restrict------

ed areas -------------------------------

Inns ------

CTR IBemerk

No o------

bruckck

--------------------------- Ctr 1

nnsbruck ungen!

Warning Dist.[m]: 50 f Elements: 7 ------------------------------

Ins CTR

Del CTR


4.2 Map of flight obstacles – Edit with Flychart The Air Space map can be entered into the instrument comfortably on the PC by use of the freebie software program Flychart via PC-interface. 4.2.1 Air Space in OpenAir Format *.txt or *.fas Flychart is appropriate to download Air Spaces in the so called OpenAir Format. On the Internet the Air Spaces are normally made available as *.txt file, e.g. on http://soaring.gahsys.com/SUA/ For Switzerland Air Spaces can be downloaded under http://www.flyland.ch directly in Flychart Format *.fas. For Germany and Austria the website http://www.dfc-saar.de/ -> GPS Lufträume is recommended. Tip: create within the Flychart folder a new folder with the name Air Maps or Airspaces in order to facilitate recovery and management of the Air Space files which had been downloaded. Flytec/Bräuniger Air Spaces ending with *.txt or*.fas can be edited with any text editor, or very comfortably with the Flychart Air Space editor. Start point and end point do not need to be identical. Startpoint and endpoint do not need to be identical. Example for such a Restricted Area: *## (CLASS D) INNSBRUCK CTLZ ### AC D SB 0,255,0,120 AN OVV: 120.1 AL SFC AH 11000 MSL DP 47:25:00 N 011:44:20 E DP 47:18:20 N 011:48:10 E DP 47:07:55 N 011:10:05 E DP 47:10:40 N 011:00:45 E DP 47:19:30 N 011:04:30 E DP 47:16:55 N 011:13:30 E 4.2.2 Calling the function Air Space in Flychart Click on the Icon „configure flight instrument“. In instrument flight options select Air Space. An empty Air Space window shall appear.

http://soaring.gahsys.com/SUA/

http://www.flyland.ch/

http://www.dfc-saar.de/

46 FLYTEC 6030 GPS

4.2.2.1 Downloading Air Spaces Air Spaces can now be downloaded with the button Load (Laden).

4.2.2.2 User Air Spaces ending with *.fa5 These are Air Spaces which have been readout by the user out of a list and subsequently saved with the button “Store” (Speichern). These Air Spaces are not subject to be edited. 4.2.2.3 Selection of Air Spaces The standard version of FLYTEC basic list allows selection of up to 20 Restricted Areas for transmission to the instrument, storage and for being called up again. The upgraded version allows selection of up to 300 Restricted Areas for transmission to the instrument, storage and for being downloaded to the instrument. The Restricted Areas which are stored in the instrument shall be overwritten upon transmitting. The active selection which is stored or transmitted to the instrument, is marked with a green check. Non active Air Spaces are marked with a red cross. For change of selection one can call up a dropdown menu by using the right side mouse button and carry out the following action:

with Select-> Reverse (Wählen -> Invertieren) the current selection can be altered. A red cross becomes a green check and converse. with Select -> All (Wählen-> Alle) all Air Spaces of the list are selected and are marked with a green check. with Select-> None (Wählen -> Keine) all Air Spaces of the list are dropped and are marked with a red cross. By clicking with the left side mouse button on an Air Space this item is selected and will then be marked in blue. With Ctrl click several Air Spaces are selected. With Shift click one zone of Air Spaces is selected.


After having called up this function it is at first required to click into the list in order to activate all Air Spaces contained in the list. The graph is displayed in the right side part of the screen. The activated Air Space is each time marked in red. From Flychart Version 4.52.31 on it is possible to display Air Spaces also graphically by using the mouse in Map mode, which may then be selected or dropped with the right side mouse button. 4.2.2.4 Editing Air Spaces In the same dropdown menu some more activities may be executed: with „alter“ („Ändern...“) it is possible to alter the name, comment or also the coordinates. With „new“ („Neu...“) it is possible to enter new Air Spaces manually. This is convenient for specific Air Spaces such as wildlife protective areas or exceptions in official Air Spaces made on bilateral agreement. With „delete“ („Löschen“) Air Spaces are erased from the list. With double-click of the left side mouse button access is given to the detail view screen. The name can be altered user defined with the right side mouse button ->alter ( -> Ändern). One and the same name is only admitted once in the list and may contain up to maximum 17 characters. We recommend to apply a clearly comprehensible abbreviation. As a standard are used for data files of the DAFIF data base the official 3-digit aviation name of the airfield, as well as an abbreviation of the type and of the radio channel. However this results in double names in the list, because the description may be longer than 17 characters and is then barely comprehensible. The description can be altered user defined with the right side mouse button ->alter ( -> Ändern). This description is displayed on the instrument and may also contain up to maximum 17 characters. We recommend to apply a clearly comprehensible abbreviation of the Air Space, as well as complementary information, such as upper or lower height limits or the radio channel data of the control tower. As a standard the altitude is indicated in meter or as Flight Level in the DAFIF data files. The warning distance is the vertical distance to the Air Space from which on a warning is emitted in the lower info line of the instrument. The warning displays an abbreviation of the name and the remaining distance. The coordinates of key points need to be entered in the sequence of key points of the polygon. The rotational direction can be clockwise or counter-clockwise. Coordinates of key points Example counter-clockwise

p 5

p 4

a 3 3 Center

p 2

p1

Dir -

48 FLYTEC 6030 GPS

Arc segments or Radii

Radii are indicated in the following format: Long, Lat centre; Long, Lat start point of Radius; Long, Lat end point of Radius; rotational direction (+clockwise, - counter-clockwise). Circles

Circles are indicated in the following format: Long, Lat centre; Radius in km. We recommend the following procedure:

• Select with the button „Download“ ( "Laden") a FLYTEC Air Space file (*.fas, *.fa5 or *txt). You will now receive a long list and a complex graph.

• Click into the list, all Air Spaces appear in blue. Now select with Ctrl + left side mouse button the single Air Spaces, for zones use Shift + left side mouse button. Select the Air Spaces being important for you. They shall be displayed on the right side of the screen. Please consider that in Map mode of the instrument it takes the more time for the screen layout, the more Air Spaces are in the active zone.

• Now alter for the individual Air Spaces the name and description in abbreviations which are comprehensible to you.

• Simplify complex Air Spaces of which only some parts are interesting to you by deleting key points.

• Combine Air Spaces which are nested into each other and for which you are not permitted to penetrate.

• Now you can store this file for later use with “save” ("Speichern"). • With „send“ ("Senden ") the selected Air Spaces are transmitted to the instrument.

If acoustic is energised, a high pitch beep is audible for each Air Space which was transmitted successfully. In case of unsuccessful transmittance the tone is somewhat deeper, e.g. in case of double names. With “received” ("Empfangen") one can check which Air Spaces are currently stored in the instrument.

Tip: create at first a user Air Space file containing the Air Spaces in your flight area. This file may contain numerous Air Spaces. Open this file prior to the flight and download only the Air Spaces to your instrument which you are likely to approach during this day.


5 Flight-Memory and Flight-Analysis 5.1.1 Flight logbook and Flight-Analysis page The recording mode does not need to be specifically activated, as each flight is automatically saved. The flight memory used on the FLYTEC 6030 GPS not only records flight altitude and flight speed (TAS), but it also logs the position of the pilot and the GPS-altitude in the WGS84-coordinate system. In Main Setup Menu ⇒ User Settings ⇒Flight memory ⇒Record. Intervals the recording intervals can be set. The selected value determines the time interval in seconds, according to which a new data set is entered into the memory of the FLYTEC 6030 GPS. Minimum value is 2 seconds, which corresponds to a recording time of approx. 9 hours. At the maximum value of 60s interval the recording time will add up to approx. 291 hours.

Main Setup Menu ------------------ Basic Settings FFlliigghhtt MMeemmoorryy

For tests or acrobatic flights a sampling rate of 2 seconds is recommended. Another recommendation is the Recording Interval between 5 and 10 s. Hereby also narrow curves are well recognisable and the number of data points for the external calculation of the OLC points is kept conveniently clear. Factory setting here is 10 seconds. For the beginning of a flight the following agreement is applicable: start is recognised as soon as Groundspeed reaches more than 10 km/h during min. 60s, or if altitude difference of more than 30m was detected within 60s. In each case, however, the previous flight history over 30 recording points is logged into the memory of the FLYTEC 6030 GPS. Even the last 3 minutes prior to the start of the logged flight are recognisable, as they are recorded in 10 sec. recording interval. The end of the flight is recognised in automatic recording mode, if there is no speed for min. 60 sec. (less than 10km/h GPS-speed or air speed) and if no change in altitude occurs. Then the standard display screen is automatically switched to Flight-Analysis mode. From this moment on the „digital signature“ of the flight is calculated and shown by a notice in the Info-line. Please wait until this calculation is completed. By briefly pressing the ESC key one returns to standard mode. It is also possible to switch the instrument to manual recording. For this purpose one has to select under Main Setup Menu ⇒ User Settings ⇒Flight memory ⇒Recording Auto/Man the item “No“. By use of this setting the recording starts approx. 2 minutes after switch-on and is only finished after the key ESC has been pressed for 3 seconds. Begin of the recording is visible by the running „Flight time“- counter. Caution: make sure before take-off that the GPS-Receiver indicates to receive at least 4 Satellites in order to achieve valid recordings.

WWaayyppooiinnttss Routes Simulation Factory Settings Optional SW-Package

- - - - - - - - - - - - - - - - - - - - - - - - - FLIGHT ANALYSIS - - - - - - - - - - - - - - - - - - - - - - - - - Date: 17.20.07 UTC Start: 13:02:02 UTC Stop: 15:55:32 UTC Flight time: 2:53:30 Scanrate: 10 s Max A1: 2823 m Max A2: 1154 m Max A3: 4273 m Max Vario (1s): 8.9 m/s Min Vario (1s): 6.6 m/s Max Vario (10s): 6.2 m/s Min Vario (10s): 4.4 m/s Max Air speed: 73 km/h

Recal Sign.

ShowMap

Flight Memory - - - - - - - - - - - - - - - - - - - 01.03.02 0:43:12 13.02.02 1:37:34 28.01.02 0:24:05 23.01.02 1:02:24 12.01.02 2:11:45 15.12.01 0:34:55 24.11.01 1:07:32

50 FLYTEC 6030 GPS

Comment 1: in the Flight Analysis are displayed max. values which occured during the flight. Due to the fact that the display screen is updated every second, these 1-second values are saved for the flight analysis. If one undertakes a download of such a flight afterwards on the PC using a program such as Flychart, SeeYou, CompeGPS, MaxPunkte etc., these programs are only appropriate to evaluate the flight records in IGC format. In the IGC file are saved the time (UTC), position, barometric altitude, GPS-altitude and True Air Speed of the wind vane or pitot pressure sensor. The programs now calculate the Variometer values from the altitude data. If for instance, one has set a recording interval of 10s, and has covered a height difference of 5m during these 10 seconds, there will be calculated a Vario value of 0.5 m/s. However, during this time a 1-second Vario value of 2m/s may have been performed. It is only this value which shall be indicated on the Flight-Analysis page and it is not subject to electronic readout. On the flight analysis page both values are displayed. Comment 2: although the instrument is capable to store up to 100 flights, we recommend to save the flights in regular intervals from the instrument to a PC and to reformat the flight memory afterwards under Main Setup Menu ⇒ Memory⇒Delete all Flights. This procedure ensures the safe data storage of your precious flights and that the instrument may perform new recordings again with a „refreshed“ flight memory. 5.1.2 Graphic display of Flights in Map format The flight route of saved flights can also be shown on the Display screen for appraisal. Within the item Flight Analysis the F1 key is taken for the function Show Map. After pressing this key the screen-optimised illustration of the flight route is shown (North is at the top!). In addition, stored Waypoints are presented with a cross and the name, as well as the map scale as a short line with km indication. Now the illustration can be altered as follows: F2: Zoom in: the map scale is gradually increased up to approx. 0,4 km. Thus individual circles are clearly recognisable (dependent on the recording interval which was set). F1: Zoom out: the map scale is gradually decreased, up to the screen-optimised illustration. Maximum is 47.4km Arrow keys Pan: by use of these keys the illustrated area can be shifted up, down, left or right. OK: from each graph back again to the screen-optimised illustration. ESC: Return to the Main Setup Menu All the other keys cause the Track in the current selection to be redrawn. Remark: as the screen layout will take a few seconds to appear in accordance to the data volume, the message Wait and Ready appears on the status line as user information. If a zoom or pan key is activated during the screen layout, the momentary process will be stopped and will resume with the new values. Thus it is possible to obtain the desired graph rapidly.

Start: 17.11.07 14:31 Flight time: 3:14.45

Zoom In

Zoom Out Ready

Quest

Grant

Griffin

Leesburg

15


6 Data transfer All data entered by the pilot, including Waypoints, Routes, pilot’s name, etc. as well as the automatically recorded track log points of the flights undertaken by him are in the memory of the FLYTEC 6030 GPS. Each of these track log point contains the time of day, position, GPS altitude, barometric altitude as well as the flight speed. In this way, it is possible to graph the Barogram, variogram, speed gram and course of the flight on a map for later evaluation. In Flychart 4.52 it is even possible to show the flight on the PC monitor in 3D on the corresponding landscape. For this purpose the program Google Earth needs to be installed, along with an active internet connection. 6.1 Data exchange via PC The basic equipment of the FLYTEC 6030 GPS includes a data cable for a USB PC interface USB Mini B. Due to this feature the data transfer can be carried out in both directions. The data transmission is effected via serial interface COMX with: 57.600 baud; 8 databit; 1 stopbit; no parity; Xon/Xoff. The FLYTEC 6030 GPS can also be operated for data readout and entry via USB interface:

• entire instrument configuration (Basic Settings, user defined fields) • list of Waypoints • list of Routes

Only readout of flights saved in the flight memory is possible. Important: for transmission of a.m. data the connection cable to the PC may only be plugged into the FLYTEC 6030 GPS, after the instrument has been switched-on and the program required for the data transfer was called up. Important: at first the USB driver from Prolific included in the scope of supply needs to be installed from the CD. For the installation of Flychart the installation of USB driver is effected automatically.

To perform data transfer the instrument needs to be switched to the Main Setup Menu by prolonged pressing on the Menu key. Please observe the instructions of the software being used for transfer of stored flight data. (for most of the software programs it is required to switch to Flight Memory resp. to Flight Analysis mode). There are various software programs available for creation of IGC-files, partly even for OLC-files. More detailed information under http://www.onlinecontest.de/holc/ . We recommend the use of Flychart which you may download from the Website www.flytec.ch or also www.Bräuniger.com. With Flychart it is possible to perform all instrument settings comfortably on the PC Trackview (Freeware) Daniel Zuppinger (for OLC and CCC) www.softtoys.com/ Maxpunkte (Freeware) Program from D.Münchmeyer for the Online-Contest of DHV

www.dm-sh.de Compe-GPS For Competitions a. private pilots, 3-D illustration - www.compegps.com Seeyou Flight schedule- and Analysis software - www.seeyou.ws/ GPSDump Stein Sorensen . A simple program to obtain IGC Files.

http://www.multinett.no/~stein.sorensen/

http://www.onlinecontest.de/holc/

http://www.flytec.ch/

http://www.br%C3%A4uniger.com/

http://www.softtoys.com/

http://www.dm-sh.de/

http://www.compegps.com/

http://www.seeyou.ws/

http://christian.quest.free.fr/software/

52 FLYTEC 6030 GPS

6.1.1 Flight instrument Options All settings can be performed or altered comfortably with Flychart 4.52

Air Space

Waypoints

User settings and Instrument settings

6.1.2 Waypoints and Routes In Flychart the Waypoints and Routes may be transferred to the instrument within the same Menu. Flychart is also appropriate to import Waypoint files from SeeYou or CompeGPS or Garmin for transfer to the instrument. 6.1.3 Air Spaces (CTR’s) The same principle applies on Air spaces. For this purpose please activate button „Airspace“.

7 Simulation After choosing the Simulation mode in the Setup menu and pressing the OK key, you reach this highly interesting function. With the arrow keys and OK you turn the Simulation mode to: “Yes” and confirm again with OK. Now the simulation starts and the last known GPS position is applied. With the ► and ◄ arrow keys you can adjust the air and ground speed; the ▲and ▼ arrow keys change the sink or climb. If the stall alarm sounds, please increase the airspeed by a few km/h. The F1 key is used for switching to various functions. Next Func. Var ▲▼ Spd ►◄XX to alter Climb/Sink Air + GND-Speed Next Func. Wind ▲▼ Trk ►◄ to alter an assumed Wind strength during climb and

to alter the Track (Flight direction) during sink phase Next Func. Mod A1 ▲▼ Modify altitude Alt1 Next Func. Mod A2 ▲▼ Modify altitude Alt2 Next Func. S.Thr –▲▼ altering activation point of sink acoustic Next Func. Change page ►


Likewise, the Goto function can be called up to select a Waypoint. The distance to this Waypoint appears. If the direction arrow in the compass centre points upwards, the pilot is moving towards his goal and the distance to WP becomes smaller while at the same time the altitude is naturally decreasing. If you now initiate a climb with the ▲ key, the FLYTEC 6030 GPS simulates circling up in a thermal; the compass rose turns and the distance to goal continuously changes between somewhat closer and somewhat farther away. Under simulation mode you can also test the different acoustics of climb tone when altering frequency, pitch and modulation. Please shift back to sink flight mode. After pressing the F1 key it is now possible by use of the ▲and ▼ keys to alter the Speed over Ground, i.e. simulate the wind influence. When using the ◄ and ► keys it is also possible to change the flight direction, e.g. to fly directly to a WP. One can also retrace perfectly in simulation a called-up Route. If you select this Route as Competition-Route, you will hear the characteristic tone upon approaching within 400 meters of the Waypoint, which tells you that you are inside the cylinder. Moreover you can see the automatic switchover to the next WP too. (Caution: for automatic switch-over the count down timer must show positive values). By pressing the ESC key you can switch to map display and observe the approach to the Waypoint cylinder. If one has selected the function Wind Track with the F1 key, it is real fine to simulate the influence of head or tail wind during approach to the goal. It is indeed informative to see the influence of head wind when approaching the goal. It is really instructive to see how far the head wind will influence the readout of Alt a BG. During simulation mode the GPS-Receiver is switched-off and instead of its bar graph appears the word "Simulation". A simulated flight is well stored into the memory of the FLYTEC 6030 GPS, but however for such flight the “Digital Signature” is not valid. 8 Battery - Management The FLYTEC 6030 GPS provides 2 banks of 2 accumulators each. On the Main Display screen there are two scales to indicate the approximate charge level of the accumulators. Upon switch-on and switch-off the respective capacity of each one is displayed in percent for information. In case of need, e.g. if the accumulators may not be charged in time, the FLYTEC 6030 GPS will also work with standard Alkaline batteries. In this respect it should be considered that Bank 1 must always be loaded. Bank 2 is the spare Bank and may be kept unloaded if unavoidable. However, it is highly recommended to have Bank 2 also equipped. As soon as Bank 1 batteries are discharged, the instrument automatically switches to this second spare bank. We recommend to interchange the accumulators of Bank 1 after one year with those of Bank 2. In doing so it is ensured that the accumulators are equally aged. The FLYTEC 6030 GPS may be charged by use of the plug-in charger as standard accessory for alternating current power supply ( 110 - 230 V~ ), or by using a vehicle battery (10 … 18V). The charging process of both banks is optimised individually in accordance to the respective charge state by means of built-in charging circuits! One charging cycle for empty accumulators will last approx. 4 to 6 hours. The two intelligent charging circuits monitor the charging process and cut-off the charging as soon as the accumulators are fully charged. During charging the two red LED’s are illuminated. In case of overheating or incomplete charging the respective LED will be flashing! Accumulators should only be charged within the temperature range of +15 °C up to +27 °C! It may happen that in warm ambient temperatures the charging process will be untimely discontinued because the batteries are heated. In this case the charging should be repeated a second time, or charging should be performed over night. Important: the battery charge-state display is only operative if the charging process was correctly completed! In case of untimely interruption this will result in a faulty charge-state indication! Moreover the charge-state display is inaccurate immediately after charging. The batteries are presented as being fully charged, although this may not yet be the actual charge-state. The ambient temperature has also its influence on the open-circuit voltage of accumulators. The best security for correctly and fully charged batteries is provided when the instrument is charged over night.

54 FLYTEC 6030 GPS

Charging LED

The following batteries are appropriate for use: 2 pieces each per Bank NiMH Accumulators 2100mAh or more, 1.2V size AA. Estimated operation time 2 times 15h = 30h in total (delivery status). In case of need, e.g. if the accumulators may not be charged in time, the FLYTEC 6030 GPS will also work with standard Alkaline batteries! 2 pieces each per Bank Alkaline High Power Batteries 1.5V size AA. Estimated operation time - 2 times 20h = 40h in total. The relevant battery types are to be set under Main Setup Menu ⇒ Instr.Settings ⇒Batterytype. A wrongly entered setting may lead to the result of the instrument’s premature and complete switch-off when shifting from Bank 1 to Bank 2 and thus provides incorrect status information! We recommend not to use NiCd Accumulators. These batteries have significantly reduced capacity and they are less environment-friendly. Also the switching threshold is not laid-out for NiCd Accumulators. Remark: the estimated operation time as mentioned before is based on normal temperatures of approx. 20 – 25 °C. At low temperatures the batteries and accumulators have a markedly shorter service life. 9 Transferring new software (–firmware) to the FLYTEC 6030 GPS As is the case with many other present-day instruments, there is also the possibility to up-date the software (firmware) version. Hereby even future requirements presented by pilots or new Competition regulations may be rapidly implemented. The manufacturer Bräuniger GmbH shall post from time to time program up-dates of the FLYTEC 6030 GPS firmware on its Internet homepage, which can be downloaded by the user free of charge for storage and subsequent transfer to the FLYTEC 6030 GPS. In order to be able to write into the COMPEO+ flash memory with a PC, the program „Flasher.exe“ is required, which is available in zipped format file under the name of “Flasher.zip”. Moreover also the intrinsic firmware to be uploaded needs to be obtained from the homepage. Its name is e.g. “FLYTEC6030v328.moc” (approx. 500 KB) which is equivalent to version 3.28. Tip: we recommend to store all the related files in one single subdirectory (e.g. C:\Programs\FLYTEC Flasher\). After decompressing the ZIP file a number of files are created.


Double click on the file " Flasher.exe" starts the program. For the safety warning press „execute“ (Ausführen), after this the program will start. With „Search“ ("Suchen") you select the program to be transferred and ending " *.moc ", e.g. FLYTEC6030_V328.moc, or you drag it from the Explorer by „drag & drop“ into the field. Now connect the USB cable with the instrument, after that you can set the interface in the field Com Port, or if it is unknown to you, set to Auto and have thereby an automatic search prompted. The virtual interface COM should be positioned between 1 and 9. Above this value the Flasher can no more recognise the interface. Start the data transfer by clicking on Update. Then the version of the instruments’s Bootloader shall appear and the relevant bit rate. The numbers appearing in the field on the right are the response data of the instrument. Important: by contrast to flight data transfer make sure that the FLYTEC 6030 GPS is not switched-on when the connection cable to the PC is plugged to the instrument. Caution: never leave the PC cable hooked to the instrument for a longer period when it is turned off. Indeed this is energy consuming and the battery could be discharged unnoticed. Tip: under Windows the characteristic noise for USB devices should be audible when the unit is plugged.

10 Miscellaneous 10.1 Optional Software (additional Software) By means of an activation code which is available from Bräuniger, it is possible to enable additional special functions. For example by use of a 5-digit Code the illustration of Air Spaces (CTR’s) may be activated. Procedure for Code entry:

• Select in Menu Optional SW Packages the respective package. • Press OK. Then a Code –29XXX will appear. • By use of the arrow-down key the Code jumps to 30000 and counts downwards. • Set the Code by use of the arrow-down key and press OK. • The instrument signals - Package released!

If a wrong Code has been entered, the instrument remains blocked for min. 5 minutes!

56 FLYTEC 6030 GPS

11 Additional Information 11.1 Altimeter An altimeter is really a barograph because it doesn’t directly measure altitude, but air pressure. Altitude is then calculated from air pressure. The pressure at sea level is used as zero point height for the calculation of absolute altitude (according to the international height formula). Why does pressure change with height? Pressure at any given point on the earth is created by the weight of air in the atmosphere above it. Therefore, pressure reduces with height – there is less air above your head! A change in pressure of 1 mbar (mb) at 500 metres above sea level is a height difference of about 8 metres. In practice, however, it is not as simple as that because of the many other factors that influence air pressure. Therefore, air pressure is also depending on temperature and of course, on weather conditions. On a stable day, temperature induced differences of 1mbar mean a height difference of ± 10 metres. Depending on the weather conditions, air pressure at sea level (QNH) may vary from 950 mbar to 1050 mbar. In order to eliminate this influence of weather, the altimeter has to be calibrated at certain intervals. This means the altimeter has to be set to a known altitude and it must then show this value. During rapid weather changes (e.g. passage of a cold front), the air pressure can change by 5 mbar during one day. This means a height difference of 40 metres! Another way to calibrate an altimeter is to set it to the actual QNH. What is the QNH? General air traffic needs a common zero point. This means that at a certain altitude all aircraft show the same altitude on the altimeter. The common basis for this is the QNH. The QNH is the actual pressure in hPa (1 hPa=1mbar) calculated back to sea level. It is calculated several times a day and can be taken from the weather forecast for aviation or it may be requested by radio from airfields. 11.2 Variometer 11.2.1 Gross- Netto Vario In contrast to the standard Vario which shows the vertical speed of the glider wing, the Netto Vario indicates the rising and sinking of the surrounding air mass. How is it possible for the instrument to provide this Information? The prerequisite for this is a correctly entered polar curve and of course a speed sensor. Let’s assume that a pilot is flying at 50 km/h through the air. The FLYTEC 6030 GPS determines from the polar curve that at 50 km/h there would be a sink rate of 1,1 m/s to be expected. In our example, the normal Vario could only show 0,5 m/s, therefore the surrounding air has to rise by 0,6 m/s in order to reach this pair of values. If however, in our example, the normal Vario would show a sink rate of 2 m/s, the air mass would have to sink correspondingly by 0,9 m/s. This means: with the correct polar curve and in calm air the Netto Vario would have to show a value of 0 at all speeds. Or, the other way round, we are hereby in position to check our polar curve entry if we are certain that the air is absolutely steady. If in the upper speed range the Netto Vario would indicate continuously rising air with 0,3 up to 0,5 m/s, then we would know that our wing is better than the saved polar curve and the effective sink rate is by about 0,4 m/s lower than the polar display. This fact can be corrected. What else ist the Netto Vario used for? Again an example from common practice:


a pilot is crossing a valley at rapid speed. Suddenly he notices a sharp decrease in sink rate and turns in by instinct. This was a mistake, because the desired climb turns out to be nothing more than just a zero lift. A short glance at the Netto Vario, which in our case displayed 1 m/s rising air, would have protected him from losing time and loss of altitude. The Netto Vario display only makes sense during longer descending glides. While climbing in a thermal it is better to activate the integrated Vario, which indicates the average climb over a predetermined integration time period. For the setting of Digital Vario mode in Basic-Settings „INT/NETT the following time units apply: Ascent -> Integration time as entry is set, Netto Sink -> Integration time always on 1 s

11.2.2 TEC - Total-Energy-Compensation What is he meaning behind this expression? Is it valid for sailplanes only, or what can hang gliders and para gilders do with it? If a cyclist rides up a small elevation of a few meters without pedalling, it is clear to everyone that he gained this difference in altitude out of his own momentum. This is precisely the explanation of TEC. The cyclist has converted his kinetic energy into height. If he rides down the elevation again, the same principle happens to the opposite, he converts height into speed. His total energy remains at constant level. This same principle also applies to us pilots. It’s always when a significant gain in altitude can be achieved by reduction of excess speed that the use of TEC makes sense. A hang glider can well gain 20 meters or more in height when pushing out the steer bar at high speed. It would be a big mistake if this altitude gain had been indicated by the Vario and would even perhaps tempt the pilot to turn in. A good flight instrument can compensate (suppress) these Vario swings caused by speed changes. The Vario is only supposed to indicate climb or sink which is due to the surrounding air mass and not by conversion of speed to altitude. When flying according to Speed to Fly, where speed adjustments are continuously necessary, the TEC is of real great help. The TEC also steadies acoustics and Vario tremendously when centring in a thermal. In Set-Mode “Chapter 1.7.1.3 – Instrument Settings page 13 and 2.3.4 TEC-Total Energy Compensation page 24, the access to TEC can be adjusted. From experience we recommend values between 60 … 80 %. Complete penetration (100%) has not proved to be efficient, because even horizontal wind turbulences may influence the TEC and make the Vario therefore a bit jumpy. 11.3 Speed

11.3.1 True or Indicated Airspeed - TAS or IAS

In general aviation it is customary to measure the airspeed by use of a pitot tube as a dynamic pressure speed (=IAS) and also to display it as such. The advantage of this method is the fact that at any altitude level the maximum admissible speed or the stall is marked (=flight safety) at the same position on the scale. Furthermore it is the same for the speed of best glide at any defined altitude which is on a fixed position on the speed scale (flight performance). It is however one disadvantage of this system that all geographic calculations such as glide angles and distances, as well as final approach calculations require the value of True Air Speed (TAS) to perform the correct calculation. It is even another disadvantage that the indicated speed is correct only at one certain altitude (generally at sea level). The higher one climbs, the glider will fly increasingly faster due to the air getting thinner, without the indication display following this fact. At approx. 6,500 m the air weighs only half of that at sea level, therefore the air speed will increase by 1.41 times (as a radix of 2). The physics could be pictured as follows:

58 FLYTEC 6030 GPS

In order to create a certain lift a certain number of air particles need to hit the airfoil. Because of the fact that at 6,500 m altitude there are now only half as many particles present per meter, the wing surface has to fly faster, but not twice as fast, because each particle has a higher striking energy and is then only 41% faster. For the calculation of wind, arrival altitude or arrival time at goal, however the true air speed values are always required. The wind wheel sensor indicates the True Air Speed (=TAS), because it runs practically without friction. The FLYTEC 6030 GPS generally indicates the True Air Speed - TAS. 11.3.2 Stall Alarm If a pilot slows down his glider gradually, he will cause a stall when falling below a certain speed, which will have different consequences, depending on the type of aircraft. If the air current is suddenly cut-off from the entire surface, then a completely unforeseeable crash would be pre-assigned. For this reason, our aerofoil manufacturers are building a so-called cross-setting (washout) into the support parts of the wings; this means that during flight the wing tips will always have a smaller stalling angle than the middle part of the glider. If the air flow stalls in the middle part of the surface when falling below a minimum speed, then lift still remains on the wing tips. The aircraft is now in stall flight. Due to the fact that the wing tips are positioned behind the aircraft’s centre of gravity, the aircraft will drop nose downwards and try autonomously to increase the air current by gaining speed. It is certainly not advisable to stay a longer time span in this excessive flight situation, as the wing will react extremely sensitive to even small air turbulences. A stall can be dangerous, especially during the landing approach. The consequence could result in a stall over one wing surface or an unintentional 180-degree curve. The stall alarm is a loud, concise acoustic signal that requests the pilot to fly faster. It assists first and foremost hang gliders, however para gliders to a lesser extent. Anyone who has ever watched a hang glider come in during an approach can observe the following situation: always when a good headwind prevails, many pilots will pull out their steering bar too early; the glider then climbs a few more meters to end up in a favourable case afterwards with its keel stuck in the ground. With no wind or with a light tail wind most pilots wait too long to pull out the bar. In this case, and with luck the result will only be a belly landing; but also a ground-loop with broken base side tubes may be the result, or the glider’s nose absorbs the impact when touching ground and the pilot will swing pendulum wise, hitting his helmet on the front keel tube. There are different stall speeds to apply for each glider and varying weights of the pilots. Several tests are necessary to determine for the own arrangement the setting of correct stall alarm limit under Main Setup Menu ⇒ User Settings⇒Speed⇒Stall Speed. Moreover it is worth to note that close to the ground, and because of the air cushion under the wings, the stall occurs at approx. 2 km/h lower speed than in the high air. In addition, the stall speed is also dependent on the specific weight of the air, i.e. the flight altitude. On the FLYTEC 6030 GPS the stall alarm level is automatically raised with increasing flight altitude, corresponding precisely to Indicated Airspeed. It is then unimportant if the pilot has selected True- or Indicated Airspeed for the speed display screen. The border limit between stall alarm and the speed for minimal sink is indeed very small. Hence several pilots have complained about the fact that while circling up in weak thermals at the speed of minimal sink, the stall alarm is triggered sometimes. In Main Setup Menu ⇒ User Settings ⇒Speed⇒Stall Speed there is an altitude limit to be


adjusted by the pilot above which the stall alarm shall not be initiated. Of course, in this case, the landing areas should be located below this limit. Warning: sometimes it may be helpful also to be warned by the stall alarm when circling in a thermal of unstable flight attitudes. Experience has proven that about half of the otherwise unattractive landings have been saved by pushing the steering bar upright when the stall alarm was triggered. 11.4 Navigation 11.4.1 Reception quality of GPS The GPS-Receiver of the FLYTEC 6030 GPS can follow up to 16 satellites simultaneously. After turning on the unit it is necessary to receive at least 4 satellites to fix position for the first time. Once logged on, 3 satellites are sufficient (for 2D positioning) to determine the location. However, if one wants to record altitude too (3D positioning), then definitely four satellites are required. There is a table in the receiver, The Satellite Almanac, in which the path, place, and time data of all satellites are kept with reference to the receiver. The Almanac is continuously updated during signal reception. However, if the signal to the Almanac memory is disrupted completely or the unit is taken 200 km or more from the last reception point, then the Almanac has to be re-established. Power is still supplied to the almanac’s memory even when the instrument is turned off. Normally the instrument recognizes its position under unobstructed view conditions after a few minutes. If the receiver is switched-off for a short time (less than 2 hrs.), the time for new position finding is less than a minute. Buildings, mountains or thick forest affect reception quality of the receiver. Therefore, you should always look for the best possible visibility around you and the antenna in the casing should point upwards if possible. In particular when mounted on the steering bar of the hang glider, we recommend not to have the instrument fixed under the pilot’s head on the middle of the basis, but indeed sideways. In this position the FLYTEC 6030 GPS should not have more than 45° deviation from horizontal position so that the antenna points upwards. Due to the fact that receiving strength of the satellite signals is only approx. 1/1000 of mobile radios, these radio sets and other disruptive factors (like notebooks) should be operated as far away as possible from the FLYTEC 6030 GPS. The FLYTEC 6030 GPS is fitted with a 16-channel GPS-Receiver which is featured with lesser power consumption and also a significantly shorter satellite detection time. Accuracy is between 7 to 40m. As an average one may assume approx. 15 m. 11.4.2 Accuracy of GPS Altitude A good explanation on the GPS Altitude accuracy is found on the following website: http://www.kowoma.de/en/gps/errors.htm First of all the word accuracy has to be defined. On the website mentioned above you can read: “The declaration of the accuracy used by Garmin for their GPS receivers leads sometimes to confusion. What does it mean if the receiver states an accuracy of 4 m? This readout refers to the so-called 50 % CEP (Circular Error Probable). This means that 50 % of all measurements are expected to be within a radius of 4 m. On the other hand, it also means that 50 % of all measured positions are outside of this radius. Assuming a norm repartition, 95 % of all measured positions are within a circle of twice this radius, i.e. 8m and 98.9 % are within a circle of 2.55-fold of the radius, that is in this case within a radius of 10 m.

http://www.kowoma.de/en/gps/errors.htm

60 FLYTEC 6030 GPS

Satellite orbit radius =26560km

Earth radius =6360km

The calculation of GPS position is derived from a triangulation. The GPS receiver measures the time needed by the signals and calculates over the speed of light the distance to the respective satellite. With three satellites the horizontal position finding is determined, and with 4 satellites the sterical position with altitude. You may find a good explanation of the involved calculations on Wikipedia. For the sterical position finding (3D position) 4 satellites are required. One of the satellites is used for synchronisation.

90°

Best accuracy is achieved if the angle between 2 satellites is 90°. The defined triangle between one’s own position and the two involved satellites has then the biggest possible area. The unit DOP (Dilution Of Position) is proportional to the inverse value of this area.

4th satellite for time synchronisation

In case of a 3D position finding, best accuracy is achieved if 3 satellites are in 90° to each other. In this case the volume of the defined pyramid is the biggest. Again the DOP (Dilution Of Position) is the inverse value of the volume of this pyramid. For a good 2 D position finding on the earth surface it is best, if you have 2 satellites at 90 ° near to the horizon. Thus for example one satellite to the North, the other one to the East. The third satellite perpendicular above you does not contribute to more accuracy, it just gives rough information in regard to altitude, but this is sufficient for a good lat/long triangulation.


Satellite 2

time difference Satellite 1

Position B Position A

almost no time difference for Satellite 2 Satellite 1

Moreover there is a better chance to find 2 satellites at 90° near the horizon, than to find 3 satellites at 90° to each other directly above your position. Calotte

This circumference area is bigger than the area of the calotte above 45°

Because the circumference area at the horizon is bigger than the vertical area above the position, and because it is assumed that the satellites are about equally dispersed, there is a better chance to find convenient satellites near to the horizon. The GPS module will therefore prefer satellites near the horizon for the horizontal position finding. The module will calculate all possible combinations of visible satellites and makes every second an average of these combinations. In order to perform the same with the vertical position, the receiver would need twice the calculation power. Due to the fact however that automobiles and pedestrians normally need the horizontal position, this complexity is economised and calculation of altitude is performed from the best combination and by the average value of time. That is the explanation for the smallish accuracy and the slow follow behind movement of the vertical position. The GPS module in the FLYTEC instruments makes no time filtering over the horizontal position, but at good reception it performs a filtering of around 5 seconds in the vertical position. The poorer the GPS satellite reception, the longer this time constant.

62 FLYTEC 6030 GPS

11.5 Flight Optimisation 11.5.1 Polar curve and Speed to fly The polar curve of a glider is presented as a diagram. It shows directly the coherence between flight speed and related sink rate. It provides the best information about the efficiency of an aircraft. Based on the polar curve the minimum sink rate and the related speed may be read immediately. If one plots a tangent from the diagram’s zero point to the polar curves, then the tangential point is the result of best glide in calm air. If this speed value is divided by the related sink rate, it will result in the ratio for best glide. (Of course, both values need to be offset with the same units).

Best L/D: 47 / (3,6 x 1,2) = 10,9 Best L/D: 35 / (3,6 x 1,3) = 7,5 When the FLYTEC 6030 GPS is switched-on, and based upon the polar values as entered, a polar curve is precisely calculated over the entire speed range. The instrument knows immediately at any given flight speed how strong the related sink rate should be. If the sink rate measured by the Variometer is higher than the chart value, the pilot is in sinking air. If for instance, the Variometer reports for a.m. glider at speed of 35 km/h a sink rate of only 0,5 m/s, then the pilot needs to be in ascending air of 1,3 – 0,5 = 0,8 m/s. This value is also displayed by the Netto-Vario (please see 11.2.1 Brutto- Netto Vario). Now because the FLYTEC 6030 GPS also knows the rise or sink rate of the surrounding air mass, it can continuously plot new tangent lines to the polar curve, in order to indicate for any given situation the speed of best glide. In the a.m. example for the hang glider the dotted drawn tangent is allocated to an air mass sink rate of 2 m/s. The required Speed to Fly value for this situation is 63 km/h. As Speed to Fly is designated the kind of speed which provides to the pilot always the ratio for best glide. He will arrive for example after a valley crossing at higher altitude than his colleagues who just fly about with their sense (under otherwise same conditions). The pilot of our example on the right is flying much too slowly, he will loose altitude and time, because he stays too long in sinking air. If this pilot would fly faster than 63 km/h as indicated by the instrument, he would also arrive at lower altitude as the colleague flying with optimal speed (here 63 km/h). For the above illustrated glider polar curves the dotted tangent is drawn for a head wind of 20 km/h. It is obvious that the best glide is now provided at 38 km/h. If the pilot would be flying with GPS enabled, then this raise of best flight speed shall automatically be considered for the displayed arrow of Speed to Fly.

km/h

3

3

4

4

2

2m/s

Gnd Spd.

Int

- 3.42067 56

m

58P1

N

S W

E

90

80

60

70


On the contrary to sailplane gliders, for which the polar curve measured by the manufacturer remains valid for a long time, there is in regard to hang gliders and even more so for para gliders, the polar curve dependent on the age of the wing-surface, the state of the sail canvas, the pilot’s weight, his harness set and other conditions. In order to manage the best possible use of Speed to Fly for the flights to come, it is necessary to enter the polar curve as precisely as possible; which means that it should be flight experienced by the pilot himself. It is self-evident that such a measuring flight will provide best results if possible under calm air conditions. The value doublets are particularly interesting (speed and its related sink rate) in the upper third of the speed scale, (maximum speed achieves nothing!) within the range of best glide and the speed of minimum sink rate. Each speed value should be kept evenly over several seconds. By means of the Flychart software it is easy to analyse the data which were obtained and to determine the relevant polar curve. These data can now be entered manually as polar curve in Set-Mode into the FLYTEC 6030 GPS. Two polar curve points are only required for the data entry:

1.) the velocity (km/h) and the value of minimum sink rate (m/s). At this position the polar curve runs horizontally.

2.) A value doublet in the upper speed range. It makes no sense to mislead oneself, too good a polar curve will in the end require a speed to fly that is too fast. Because the entry of both polar curve points always has to be effected as „true“ values, the medium altitude at which the polar curve was effectively flown has also to be entered. In the polar curve chart calculated by the instrument (one value doublet for each km/h), all saved polar curve points are converted and stored as „Indicated“. This means that this polar curve is valid for all altitudes 11.5.2 Travel optimised Speed to fly according to McCready In contrast to the simple required speed which allows to reach a goal with the least possible loss of altitude (which is synonymous with the maximum safety against landing out), one can reach a goal with the help of the McCready theory in the shortest possible time. For this reason, competition or record pilots have to deal with this theory. If a pilot finds himself thermalling up in order to approach a goal (this might be a Waypoint, a landing point or even the next thermal source), then he will consider whether to leave the thermal as early as possible in order to reach the goal at best glide, or whether it would be better to thermal up higher in strong lift and then fly on the glide path with higher speed to goal. McCready has discovered that with a given polar curve, there is only one departure altitude that enables someone to reach the goal within the shortest possible time. This departure altitude is dependent on the average climb and on the prevailing wind component. The speed for final approach is primarily dependent on the average climb in a thermal. When taken seriously, the McCready theory is only valid if one is flying from thermal to thermal and if there is no difference in altitude between take-off and landing. It has been developed for sailplanes being flown over flat territory.

64 FLYTEC 6030 GPS

Best glide – Exit point

Speed according to McCready higher than Speed of best glide

Speed of best glide

Optimised Exit point acc. to McCready

Because of the fact that the FLYTEC 6030 GPS knows all the parameters during the thermalling, it can give the all clear message to the pilot in order for him to leave the thermal now and to reach the selected goal as fast as possible. Hereby the instrument works on the following presumptions: on the glide path to goal rising and sinking air neutralize each other and the wind remains constant. As these conditions do not always exist, it also depends on experience and care by the pilot to climb to safety height above the glide path before leaving the thermal. This safety distance is continuously recalculated as pre-determined altitude above goal or the glide path, and is actually displayed. McCready has also discovered that, exactly as with speed to fly, the speed of the best glide depends on the sinking rate of surrounding air mass, and thus the same flight speed can also be used for the fastest possible arrival at goal, if one takes the average lift in a thermal instead of the sinking air mass. In other words: if the average climb in the last thermal is 2 m/s, the pilot who will reach goal as the first one is the pilot who circles up high enough that his speed to fly, corresponding to a sinking air mass of also 2 m/s, can be flown unchanged to the goal. With mechanical Variometers manufactured in earlier times, pilots have designed a ring which was arranged to swivel around the circular Vario scale. In the centre of this McCready-Ring a thick arrow was positioned opposite to the Vario zero point. (This is the ring position for best glide). In the lower part of the ring were the recommendations for speed to fly (in km/h). For its utilisation the pilot first had to turn the ring so that the arrow was opposite to the average climb mark on the Vario scale. Next he could read the recommended speed behind the current Vario indication. Then he corrected his flight speed following this recommendation, which of course resulted in another Vario Indication and necessitated a new correction. With the FLYTEC 6030 GPS we are entering a new area for the travel optimised speed to fly. The pilot does not need to touch the instrument to change the McCready-Ring value (this is the average thermal climb), but this value shall be shown to him as an active McCready arrow on the outer edge of the Vario scale. This indicator goes up when the pilot speeds up or has less sink; the indicator goes down when the pilot meets stronger sink or is flying at slower speed. The fact of how much this value will change, depends first of all on the polar curve. The pilot has to adjust his speed in such a way that the indicator is always positioned above the value of the average climb. As the McCready arrow is not only optically visible, but its value is also conveyed acoustically by means of a variable tone (pulse/pause = 1:4), the pilot does not need to observe the indicator non-stop, but can react immediately to Vario tone changes of the McCready indicator by adjusting his speed in relation to the changing tone. It is possible for the FLYTEC 6030 GPS to set an acoustic dead band with adjustable range around any required McCready ring value. For instance, to fly with 2 m McCready ring value, one has to speed up until the McCready arrow is positioned on 2 m/s. Now by pressing the McC /WP key the McCready acoustics are activated. In the range around 2 m McCready ring (+/- 30 cm/s) the instrument is quiet and the pilot is flying correctly on track.


One case from experience: a pilot is crossing a valley at relatively high speed. Due to much sinking air mass there is the danger that he might not be able to get over the ridge on the other side of the valley. In order to lose the least amount of height, he will now reduce speed until the McCready indicator is positioned over zero. (This is corresponding to the speed of best glide). On the analogue speed scale of the FLYTEC 6030 GPS the indicator for best glide will correspond to the current speed. (see picture on the right side). If the pilot would reduce speed even more, the McCready indicator would then run into the negative number range. This is a flight condition that must absolutely be avoided, as the pilot is losing both time and unnecessarily also altitude. The FLYTEC 6030 GPS warns acoustically by a deep tone with rapid frequency as soon as this flight condition happens. This is mostly the case when a pilot is flying in the zone of best glide and then gets into sinking air. At this point an immediate reaction is of the essence. Since every long time flight consists of more or less a sequence of thermalling up and gliding down, it is basically unimportant whether the gliding speed conforms with the expected climb in the next thermal or the climb already achieved in the last thermal. In order to give the pilot an indication about the day specific average climb, the filled double edge in the climb area of the Analogue Vario displays the average value of the past 10 minutes of climb. This value is not influenced by the sink rate. In order to fly travel optimised the speed is to be adjusted in such a way that the McCready indicator covers the pointer for day specific climb. (see picture on the left side).

The same polar curve. The pilot is flying with the best glide in calm air. The pointer for Speed to fly is equal to the flight speed. The McCready indicator is on zero. The previous average thermal climb was 2,1 m/s.

Examples of polar curve from 5.4 hang glider. The McCready indicator with 2 m/s average climb rate corresponds to a flight speed of 62 km/h ; it covers the indicator for the average thermal climb rate. The speed of best glide is 47 km/h.

Ofcourse deviations at will from this remark are possible and are at the own discretion of the pilot. As a rather cautious and conservative pilot, I for myself prefer to fly with the McCready indicator in a centre position between 0 (= best glide) and the displayed value for average climb. All the functions as described here can be experienced in the simulation mode. Measuring values such as speed, sink or climb, flight direction and also ground speed can be varied by the user and their effects on the results can be viewed on the LCD readout screen.

66 FLYTEC 6030 GPS

11.5.3 Final glide calculation Here the GPS-Data and the McCready theory go hand in hand. In principle it is about reaching a goal (of course it must be logged as a Waypoint in the list) as fast as possible, or rather, to get a signal from the instrument of when the last thermal can be left in order to arrive at the WP as fast as possible. In order to be able to establish a statement about this item, the distance to this location must be known. This distance will be calculated with help of the GPS-Receiver. In addition, we need the altitude of the Waypoint (as mentioned in the list of Waypoints), as well as the current altitude of the pilot. From this smallish amount of information it is possible to calculate the required glide ratio over ground (L/D req.) which is necessary to reach the goal. For this purpose all other conditions, such as climb, sink, wind and wind direction, flight speed and polar curve, are not taken into account. The required glide ratio can be displayed in the user defined fields: L/D req. It is only when the flyable glide ratio (over ground) has to be determined, that the before mentioned conditions have indeed an important role. Basically the final approach consists of two phases which are to be considered separately:

1.) climbing in the last thermal and 2.) the straightest possible glide path to the goal

1.) Let’s assume that the pilot is circling under a cloud in quite a good thermal which provides him an average climb of 2 m/s. While circling he will naturally try to fly with the speed for minimum sink. If, while circling, the nose of the aircraft turns again and again in the direction of the goal, the wind component, and, derived from this the wind factor, may be determined at this moment and consequently the glide ratio over ground (Gnd) be calculated. From the distance to goal and the glide ratio (gnd) the FLYTEC 6030 GPS calculates the loss in height which the pilot requires on his glide path to the goal. If the altitude of the goal is added (for each WP also its altitude is saved), then we obtain directly the minimal departure altitude. As the own altitude is known, then the instrument can display directly by comparison at which altitude the path of best glide has been reached, and also if we still have to thermal up in order to arrive safely. It is of course subject to the pilot’s experience whether he wants to take-off immediately upon positive Diff.B Wayp, or whether he will prefer to climb up further and take some reserve altitude. The FLYTEC 6030 GPS naturally does not know whether in the course of the glide path lifting or sinking air mass zones are present, or if the wind intends to change. The instrument calculates with the current wind and assumes that no lifting or sinking zones are to be expected. On the one hand one shall ascent for safety reasons somewhat above the path of best glide. On the other hand one shall ascent even higher on a day with good thermal and then slowly give up this reserve altitude by flying at higher speed and for this reason arriving earlier at goal.

2.) Gliding down to Goal The pilot has left the thermal with sufficient safety altitude above the path of best glide and is heading towards his goal. He should speed up until the readout display “Diff.BGWayp” will slowly begin sinking. This indicator shows that by flying faster one will slowly give up the reserve altitude. However, one should be prepared to encounter sinking air mass or head wind. This situation is indicated by the readout of “Diff.BGWayp” which is quickly reduced, and also by the para glider symbol of the final approach screen which is moving faster towards the point of intersection. In this case it is recommended to fly more slowly. For all previously made considerations we assumed that the wind component is automatically calculated from the difference: Gndspeed – Airspeed. However, there are good reasons which justify to overwrite this automatically logged Spd-Diff with a manually entered value.


1 While circling up in thermals the wind prevailing outside of the thermal shall always be stronger than the measured one. The strength is dependent on the value of climb and also on the fact if the pilot is at the top or at the bottom of the thermal.

2 As for the final approach, also slight wind fluctuations, for ex. induced by yaw, will take effect on the pre-calculated arrival altitude. A wind component logged as fixed value shall then calm the result.

3 When the pilot being in down glide from high altitude knows by experience, in which way the wind shall change in the lower layers, he can consider this fact already in advance.

4 When para glider pilots are flying without Speed sensor, the manually logged wind component can provide a significant improvement of final glide calculation.

11.5.4 Safety Altitude – (Alt. a.BG) The display „Alt a. BG“ indicates the pilot’s current altitude above (or below) the best glide path leading to goal. The safety altitude (Alt. over Alt a.BG) is also that altitude which one could safely lose when flying through a sinking air mass and still make it to goal. „Alt a. BG“ can also be shown continuously in the user selectable fields. It is only then identical to „Alt a. WP“ if the pilot is flying with the speed of best glide. The fields „Alt a. BG“ and „Alt a. WP“ will switch to inverse display during thermal circling at the moment when the pilot could leave the thermal (Alt a.BG) in order to just arrive; or when the pilot should definitely leave the thermal (Alt a. WP) in order to reach the selected WP as fast as possible. (please see picture on page 17). 7.1.1 Final glide calculation over several Waypoints As of the instrument FLYTEC 6030 GPS a new user selectable field „Alt a. Goal“ has been added. This is a pre- calculation, based on best glide ratio, of required altitude above (or below) the last WP of a Route, irrespective of how many WP’s are still in front of the pilot. The related actual wind vector is taken into account for all sectors, as well as the diverse glide ratio values resulting from it. Naturally this result requires that the detected wind does not change on the way to goal. The wind vector is updated again by each flown full circle.

68 FLYTEC 6030 GPS

11.6 Flight Memory and IGC File 11.6.1 Content of IGC File In the IGC File are saved all important data of a flight in readable format. One can edit the IGC File by using any desired Editor. Though editing or altering is possible, the signature at the end of IGC File shall be invalidated. This signature is calculated over all data and therefore covers the flight, as well as the pilot’s personal data and the date. The signature is generated by the instrument itself. Any misapplication is therefore practically excluded. Sometimes it is helpful if one can import to Excel the raw data being stored in the IGC File in order to practice own calculations. Then please proceed as follows: In Excel click on „open file“ In file types select all files. Follow the 3 Import steps

Set the arrows for column disjunction as follows.


Select standard format for columns

The present head in lines 1 – 13 contains internal flight data. These are no longer needed any more and can be erased.

For better understanding content and unit of column are captioned.

The columns now need to be set into the configuration required by the Software Caution: the Co-ordinates are in XX°XX.XXX’ format. Therefore the number 4619616 should be read as 46 degrees 19.616 minutes, which corresponds to 46°19’39.96“. More detailed information in regard to IGC Format is available on the FAI Website under: http://www.fai.org/gliding/gnss/tech_spec_gnss.asp

http://www.fai.org/gliding/gnss/tech_spec_gnss.asp

70 FLYTEC 6030 GPS

11.6.2 New Regulation for Record flights or decentralised Competitions (OLC) Since the proof of a completed flight depends entirely on the GPS recording, it is important to ensure before take-off that the GPS-receiver indeed receives satellite signals. Therefore please switch-on the COMPEO+ at least a few minutes before take-off so that even pre-flight events are included in the recording. The Barogram is also included in the IGC-File which is generated for each flight. Photographic proof and confirmation by flight observers are no longer required for national performance flights. The file can be sent directly to the judging committee of the OLC via the Internet. (At present, the OLC is evaluated in Germany by the DHV). 11.6.3 Evidence of flights – Security against manipulation The FAI (Fédération Aéronautique Internationale) and its subgroup IGC (International Gliding Committee) require a recording format which, while memorising continuously the time of day, position and also the flight altitude, substitutes the barograph. When transmitting flight data to the pilot’s PC, a so-called IGC-File is created, which receives a digital signature (=G-Record), authenticating the flight data and making it fraud-resistant. If only one character of the file containing the flight data would be changed, the signature would no longer be compliant to the data and the judging committee would be aware of the manipulation. 11.6.4 Digital Signature and OLC-Registration The popularity of decentralised competitions has been growing enormously over recent years. Meanwhile 26 countries have accepted the OLC (Online Contest) convention. These agreements declare that any pilot can submit flights at will over the Internet for approval and evaluation. The submission has to be compliant to IGC-format (WGS84) and must have a digital signature. In order to facilitate further on the utilisation of usual GPS-Receivers, relevant PC-evaluation programs such as Compegps, Gpsvar, Maxpunkte or Seeyou calculate a digital signature to allow submission of flights in the required form. However, a “signature” created by PC provides only half the safety against falsification. In the long term this signature shall be mandatory to be provided by the GPS-Recorder instruments, as for ex. the FLYTEC 6030 GPS. After completion of a flight, effected automatically or manually, this „Digital Signature“ is calculated autonomously and attached to the flight data file as so-called G-record. A correlative remark „Generating Digital Signature“ is displayed in the info field of the instrument. As this calculation is extremely complicated, it may take several minutes following a long flight with setting of a short scan rate. Please wait until this message will disappear. In case it happens that the OLC does not accept the digital signature upon the transfer of flight data, the signature can be recalculated on the flight analysis display, by pressing the key - F2 Recalc Signature “Rec Sig.”.


11.6.5 Graphic: Task Exit Start Cylinder

72 FLYTEC 6030 GPS

11.6.6 Graphic: Task Enter Start Cylinder


12 Maintenance This premium-quality multi function instrument is fitted with sensitive sensors which necessitate a gentle handling of the instrument. Excessive pressure, as may be caused by vehemently slamming the trunk lid of an automobile, must absolutely be avoided. In the same way storage of the instrument in humid environment is to be avoided. The optimal cleanup should be performed by use of a slightly humidified, soft drapery. Optimal storage is ensured with the textile bag as was supplied along with the instrument. Self-evidently this bag needs to be clean and dry. In case of malfunction it is necessary to retrieve the accumulators for min. 1 minute from the instrument. As a result of this short time span the instrument shall perform a self-test after re-installation of the accumulators. If the malfunction continues to exist, please return the instrument with a short but complete statement about the problem to your dealer or directly to FLYTEC AG. 12.1.1 Exposure to water If the instrument was immersed under water or was exposed to water ingress, the batteries need to be removed immediately in order to prevent a destructive short-circuit. In the case of salt water, rinse the instrument and all parts affected by the salt water with clean, hand-hot soft water in order to avoid corrosion. Thereafter dry the instrument carefully by blowing warm air of max. + 60 °C (hair dryer).

Never place the instrument into a microwave-stove! Microwaves shall destroy the instrument immediately!

After complete drying please return imperatively the instrument to your dealer or directly to FLYTEC AG for final check over. Any claim under Warranty is void after a water landing.

12 Warranty FLYTEC AG provides the warranty that this instrument does not carry any material or manufacturing defect for the period of two years from the moment of its first purchase. The warranty extends to manufacturing defects and failures for which the owner is not responsible. The warranty will become invalid in case of inappropriate handling, or exposure of the instrument to strong heat or water and also when unauthorised manipulations to the inner parts of the instrument have been effected. If defects should occur within the two-years warranty period, please contact your dealer from whom you have purchased the instrument, or contact directly the manufacturer, FLYTEC AG, Switzerland. Please study this Operation Manual carefully and to its entire content. Please do it anyway at the latest before asking questions or presenting complaints to the dealer or manufacturer. Disclaimer of Warranty: In rare cases it might not be excluded that the instrument does not provide any data at all or incorrect data. In regard to the legal fact that it is solely the pilot who has the responsibility of performance of his flights, the Company FLYTEC AG shall reject any claim on damage resulting from data loss or wrong data of your instrument.

74 Operation Manual FLYTEC 6030 GPS - Appendix

13 Technical Data Altimeter: max. 11000 m Scale 1m Variometer: analogue ± 8 m/s Scale. 0,2 m/s digital ± 100 m/s Scale 0,1 m/s Speed Pitot pressure 20 -300 km/h Wind wheel 0 up to 120 km/h (Sensor in option) Waypoints: 200 WP’s Routes: 20 Routes with max. 30 WP’s each Max. storage time: 48 hrs. Flight time at 10 s recording interval max. 291 hrs. at 60 s recording interval Restricted Areas 20 CTR’s free, 300 CTR’s chargeable Number of Tracklog-points: 21 000 Number of recorded flights: 100 Dimensions: 178 x 95 x 40 mm Weight: 425 grammes (without harness) Power supply: 2 or 4 pieces NiMH Accum. or Alkaline batteries AA, 1.5V Battery operation time: > 20 hrs. per Bank, i.e >40h Battery charger: Input:100..240 VAC 50-60Hz 260mA Output: 12V= 1A 12VA MAX Data memory and transfer according to the IGC format Screen resolution 76800 Pixel / 320 x 240Pixel ( = 1/4 VGA ) Operating temperature -15 °C ... +45 °C Accessories harness items for hang gliders and para gliders are available. Technical data may be altered without prior notification at anytime. Software upgrades can be made via Internet by downloading the latest firmware version from our homepage via user’s PC.

14 Approval / Conformity Europe Manufacturer: FLYTEC AG / Brauniger GmbH Country of manufacturer: Switzerland Type: 6030-GPS / COMPEO+ Marking: The instrument was tested according to following Standards and is compliant to the required Standards.

• ETSI EN 301 489-1 V1.6.1/ETSI EN 301 489-3 V1.4.1 • IEC/EN 60950-1:2006: Safety Europe.

The instrument is to be charged exclusively with the charger unit Sincho SW12-120E 12V=1A, wihich is included in the scope of supply. USA /Canada

according 47CFR15, ICES-003, Issue 4 This device complies with part 15 of the FCC Rules. Operation is subject to the following two conditions: (1) This device may not cause harmful interference, and (2) this device must accept any interference received, including interference that may cause undesired operation.

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